CENTRAL MARE INC.

INTEGRATED MANAGEMENT SYSTEM DOCUMENTATION

FLEET INSTRUCTIONS MANUAL

CHAPTER E
NAVIGATIONAL OPERATIONS

Issue/Rev. No. : 2-11

Issue Date : 1st of October 2024
Issued To : DPA
Copy No. : 1

20 Iouliou Kaisara Str., Paiania 190 02, Greece

Tel: +30-210-8128 000
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FLEET INSTRUCTIONS MANUAL Date: 01-Oct-24
CHAPTER E: NAVIGATIONAL OPERATIONS Issue/Rev.: 2-11

AMENDMENT RECORD

Revision Effective Section(s) Amended

Amendment(s)
No. Date Affected By
Fleet instruction manual – Chapter E was re-issued to incorporate:
• TMSA3 requirements
2-00 01-03-2018 All DPA
• Document change requests/ proposals from Office/ Vessels/
3rd Parties
It was added that all EGC and NAVTEX warnings received on passage
1.5.20
are positively acknowledged by all the bridge team when received. DPA
2-01 21-05-2018
1.15.3 Addition of positioning of tugs and procedure on escort tugs
2.2.1 Addition of Pre-mooring meeting DPA
1.5.13 Included UKC requirements for Suez Max vessels DPA
2-02 05-04-2019
1.5.23 Bell Book recoding amendments DPA
1.6.3.8 The Master to be called also in “any other emergency situation”
The debriefing of the Passage planning to be recorded in the Deck log
1.7.3.4
book.
2-03 01-06-2019 DPA
1.8.4.28 Complete revision of the “NAVTEX” procedure
The whole “Mooring” procedure has been moved to the “Mooring
2.2
System Management Plan”.
Replacement of the word “fixing” with “verification” throughout the
All
Manual.
2-04 31-01-2020 DPA
1.6.3.11 Revision of the bridge watch condition
1.8.5 Checks must be completed at every change of watch
The Marine Manager is responsible for ensuring maintenance of the
1.2
navigational standards onboard the vessels.
2-05 11-05-2020 Operations Manager has been replaced by the Marine Manager. DPA
1.19.3.2

1.17.3.6 A confirmatory message prior departure has been inserted

Standing Orders: Included clarification for all Bridge Team members to
2-06 01-07-2020 1.5.26 DPA
read/sign standing orders upon joining the vessel
Navigation policy text was removed to avoid duplication and relevant
1.1
reference to the Policy Manual was added.
1.5.12 Air Draft policy was revised
-UCK limits’ table was split according to vessels’ size and “VLCC
2-07 22-02-2021 1.5.13 Tankers” was added; DPA
-Section wording was enhanced to include “Safe Draft Declarations”.
1.6.3.7 UMS Operation sub-paragraph was added at the end of the section.
1.6.3.11 Bridge Watch Condition table was revised.
1.8.4.27 “Password” was added next to “adjustment keys”.
1.5.14 Reference to Multiload software was added for the squat calculation.
1.9.1 Clerical mistake corrected (360o instead of 3600) DPA
-The word “find” the exact position of the vessel was replaced by “verify”.
2-08 01-08-2023 1.6.3.6 -“Reference is made to relevant paragraph for Ships Position Verification DPA
of current Chapter” was added.
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FLEET INSTRUCTIONS MANUAL Date: 01-Oct-24
CHAPTER E: NAVIGATIONAL OPERATIONS Issue/Rev.: 2-11

Revision Effective Section(s) Amended

Amendment(s)
No. Date Affected By
-Last sentence “During STS Transfer the VHF equipment used for the
2-08 01-08-2023 1.8.4.28 AIS broadcasts need to be set to Full Power output during STS DPA
Operations (…)” was deleted.
2-09 25-06-2024 Front Cover Company address changed due to office premises relocation. DPA
Entire chapter was revised/ restructured to incorporate:
• SIRE 2.0 requirements DPA
2-10 02-09-2024 All
• Document change requests/ proposals from Office/ Vessels/
3rd Parties
-“Static” was added in Section’s title.
-Min UKC value at open sea was added (in both tables for MR tankers
& Suezmax and VLCC tankers)
2.13.1
-Min UKC value whilst berth alongside a terminal or at CBM was added
in Suezmax and VLCC tankers’ table.
2-11 01-10-2024 -“Min UKC whilst at anchor or adrift” was added in UKC Policy tables. DPA
Interval for Position Fixing in Open Waters was corrected to at least
3.5.4
every 2 hours.
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FLEET INSTRUCTIONS MANUAL Date: 01-Oct-24
CHAPTER E: NAVIGATIONAL OPERATIONS Issue/Rev.: 2-11

TABLE OF CONTENTS

TITLE PAGE

AMENDMENT RECORD ...............................................................................................................................1

TABLE OF CONTENTS ................................................................................................................................2
SECTION 1: NAVIGATION POLICY .............................................................................................................9
1.1 Safe Navigational Concept........................................................................................................... 9
1.2 Use of English Language ............................................................................................................. 9
1.3 Navigational Assessments and Audits ....................................................................................... 10
1.4 Succession of Command ........................................................................................................... 10
1.5 Delegating Authority ................................................................................................................... 10
1.6 Types of Navigation ................................................................................................................... 10
1.7 Phases of Navigation ................................................................................................................. 11
SECTION 2: TERMS AND PROCEDURES................................................................................................. 11
2.1 Sea Passage .............................................................................................................................. 11
2.2 Ship’s Position Verification ......................................................................................................... 11
2.3 Voyage ....................................................................................................................................... 11
2.4 Ship’s Time ................................................................................................................................ 11
2.5 Ship’s Safe Speed-Relative Speed ............................................................................................ 12
2.6 Daily Noon Position, Arrival or Departure Reporting .................................................................. 12
2.7 Standby Engines ........................................................................................................................ 12
2.8 RPM Posting .............................................................................................................................. 12
2.9 Maneuvering Characteristics...................................................................................................... 12
2.9.1 Limiters or Governors to Main Propulsion Machinery................................................ 13
2.10 Collision Avoidance .................................................................................................................... 14
2.11 Ship’s Draft ................................................................................................................................ 14
2.12 Air Draft / Overhead Clearance (OHC)....................................................................................... 15
2.13 Underkeel Clearance (UKC) ...................................................................................................... 16
2.13.1 Minimum dynamic/ static UKC Policy ........................................................................ 17
2.13.2 Factors to be Considered when Calculating and Evaluating the UKC ...................... 19
2.13.3 Consideration of CATZOC in UKC Calculations........................................................ 19
2.13.4 Actions when UKC Policy Requirements cannot be met ........................................... 20
2.13.5 Communication of the UKC Calculations .................................................................. 21
2.13.6 Safety Settings Affected by the Dynamic UKC Calculation ....................................... 22
2.13.7 Updating UKC Calculations ....................................................................................... 22
2.14 Safe Draft Declarations .............................................................................................................. 22
2.15 Squat 22
2.15.1 Shallow Water Indications ......................................................................................... 23
2.15.2 Factors Affecting Ship Squat ..................................................................................... 23
2.15.3 Practical Calculations for Squat ................................................................................ 23
2.15.4 Effect of the Squat on Ship’s Draft ............................................................................ 24
2.15.5 Prevention of Squat and its effects............................................................................ 24
2.15.6 Communicating the Squat Calculation ...................................................................... 24
2.15.7 Wave Response Allowance....................................................................................... 24
2.15.8 Interaction ................................................................................................................. 25
2.15.9 Bank Effect ................................................................................................................ 25
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2.16 Distance Off ............................................................................................................................... 26

2.16.1 Safe Distance Off Shores .......................................................................................... 26
2.16.2 Safe Distance from Navigational Hazards ................................................................. 26
2.17 Master’s Standing Orders and Daily Orders............................................................................... 27
2.17.1 Master’s Standing Orders.......................................................................................... 27
2.17.2 Daily Orders .............................................................................................................. 28
2.17.3 Calling the Master ..................................................................................................... 28
2.18 Paper Charts Management ........................................................................................................ 29
2.18.1 Take Me Home Folio ................................................................................................. 29
2.19 Nautical Publications .................................................................................................................. 29
2.19.1 Digital and e-Nautical Publications ............................................................................ 29
SECTION 3: NAVIGATION EQUIPMENT ................................................................................................... 31
3.1 RADAR / ARPA .......................................................................................................................... 32
3.1.1 Closest Point of Approach (CPA) / TCPA and Bow Crossing Range (BCR) ............. 36
3.1.2 Parallel Indexing (PI) ................................................................................................. 36
3.1.3 Cross Index Range (CIR) .......................................................................................... 37
3.1.4 RADAR / ARPA Checks and Tests ........................................................................... 38
3.2 Steering Control Systems .......................................................................................................... 38
3.2.1 Operation of Steering Control System....................................................................... 38
3.2.2 Manual Steering Mode .............................................................................................. 39
3.2.3 Auto Pilot Mode ......................................................................................................... 39
3.2.4 Change-Over from Manual Steering to Auto Pilot and Vice Versa ............................ 40
3.2.5 Off-Course Alarm ...................................................................................................... 41
3.2.6 Emergency Steering .................................................................................................. 41
3.2.7 Auto Pilot Failure ....................................................................................................... 43
3.2.8 Steering with Transmitting Magnetic Compass (TMC) .............................................. 43
3.2.9 Steering Control Units and Power Units’ Tests ......................................................... 44
3.3 Automatic Identification System (AIS) ........................................................................................ 44
3.3.1 AIS Information ......................................................................................................... 44
3.3.2 AIS Short Safety-Related Messages ......................................................................... 45
3.3.3 AIS Limitations During Cargo Operations ................................................................. 45
3.3.4 Inherent AIS Limitations ............................................................................................ 45
3.3.5 Activation and Deactivation of AIS Unit ..................................................................... 46
3.3.6 Periodic Checks and Performance Tests .................................................................. 46
3.4 Bridge Navigational Watch Alarm System (BNWAS) ................................................................. 47
3.4.1 Operational Sequence of Indications and Alarms ..................................................... 47
3.4.2 Periodic Checks and Performance Tests .................................................................. 48
3.5 Global Navigation Satellite System (GNSS)............................................................................... 48
3.5.1 Geodetic Datum ........................................................................................................ 48
3.5.2 GNSS Associated Errors and Alarms ........................................................................ 48
3.5.3 GNSS Receiver (Single or Multiple) Failure .............................................................. 50
3.5.4 Frequency of Position Fixing when GNSS Receiver(s) Fails .................................... 51
3.5.5 Periodic Checks and Performance Tests .................................................................. 51
3.6 Echo Sounder ............................................................................................................................ 51
3.6.1 Echo Sounder Operation ........................................................................................... 51
3.6.2 Depth Alarm .............................................................................................................. 52
3.6.3 Position Verification with the Use of Echo Sounder .................................................. 53
3.6.4 Periodic Checks and Performance Tests .................................................................. 53
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3.7 Speed and Distance Measuring Device (Speed Log) ................................................................ 53

3.7.1 Speed Log Operation ................................................................................................ 53
3.7.2 Speed Through the Water Calculation ...................................................................... 54
3.7.3 Periodic Checks and Performance Tests .................................................................. 54
3.8 Navigation Lights and Shapes ................................................................................................... 54
3.8.1 Navigation Lights ....................................................................................................... 54
3.8.2 Special Requirements for Lights using LEDs ............................................................ 55
3.8.3 Navigation Shapes .................................................................................................... 55
3.8.4 Periodic Checks and Performance Tests .................................................................. 55
3.9 NAVTEX and SafetyNET ........................................................................................................... 56
3.9.1 NAVTEX .................................................................................................................... 56
3.9.2 NAVTEX Frequencies ............................................................................................... 56
3.9.3 NAVTEX Indicator Characters................................................................................... 56
3.9.4 NAVTEX Messages................................................................................................... 57
3.9.5 NAVTEX Station Identification................................................................................... 58
3.9.6 SafetyNET ................................................................................................................. 58
3.9.7 INMARSAT System / EGC ........................................................................................ 59
3.9.8 Periodic Checks and Performance Tests .................................................................. 61
3.10 Voyage Data Recorder (VDR).................................................................................................... 62
3.10.1 Components of VDR ................................................................................................. 62
3.10.2 Data Items to be Recorded ....................................................................................... 62
3.10.3 VDR Data Save and Recovery .................................................................................. 63
3.10.4 Proactive Use of VDR Data ....................................................................................... 63
3.10.5 Remote Navigational Assessment using VDR .......................................................... 64
3.10.6 Periodic Checks and Performance Tests .................................................................. 64
3.11 Magnetic and Gyro Compasses ................................................................................................. 64
3.11.1 Magnetic Compass.................................................................................................... 64
3.11.2 Gyro Compass .......................................................................................................... 67
3.11.3 GNSS compass ......................................................................................................... 71
3.12 Daylight Signaling Lamp ............................................................................................................ 71
3.12.1 Periodic Checks and Performance Tests .................................................................. 72
3.13 Sound Signaling Equipment ....................................................................................................... 72
3.13.1 Periodic Checks and Performance Tests .................................................................. 72
3.14 International Code of Signals (ICS) ............................................................................................ 72
3.15 General Alarm System ............................................................................................................... 73
3.15.1 Periodic Checks and Performance Tests .................................................................. 74
3.15.2 Public Address System (PA) ..................................................................................... 74
3.15.3 Periodic Checks and Performance Tests .................................................................. 75
3.16 Integrated Bridge Systems (IBS) ................................................................................................ 75
3.17 Course Recorder ........................................................................................................................ 75
3.17.1 Markings on the Course Recorder Paper .................................................................. 75
3.17.2 Periodic Checks and Performance Tests .................................................................. 76
3.18 Marine Barometer ...................................................................................................................... 76
3.18.1 Barometric Tendency ................................................................................................ 76
3.18.2 Errors Affecting the Barometer Readings .................................................................. 77
3.18.3 Periodic Checks and Performance Tests .................................................................. 77
3.19 Weather Facsimile ..................................................................................................................... 77
3.19.1 Periodic Checks and Performance Tests .................................................................. 77
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3.20 Rudder Angle Indicator .............................................................................................................. 78

3.20.1 Periodic Checks and Performance Tests .................................................................. 78
3.21 Anemometer............................................................................................................................... 78
3.21.1 Periodic Checks and Performance Tests .................................................................. 78
3.22 Engine Telegraph ....................................................................................................................... 79
3.22.1 Telegraph Logger (Bell Logger) ................................................................................ 79
3.22.2 Bell Book ................................................................................................................... 80
3.22.3 Engine rpm Indicator ................................................................................................. 80
3.22.4 Periodic Checks and Performance Tests .................................................................. 81
3.23 Binocular .................................................................................................................................... 81
3.24 Sextant ....................................................................................................................................... 81
3.24.1 Use of Sextant........................................................................................................... 81
3.24.2 Sextant Errors ........................................................................................................... 82
3.25 Marine Chronometers ................................................................................................................ 82
3.25.1 Time Zone ................................................................................................................. 83
3.25.2 Periodic Checks and Performance Tests .................................................................. 83
3.26 GMDSS Two-Way VHF radiotelephone apparatus .................................................................... 84
3.26.1 Use of Two-way VHF radiotelephone apparatus ....................................................... 84
3.26.2 Periodic checks ......................................................................................................... 84
4.1 Bridge Team Roles and Responsibilities.................................................................................... 84
4.2 Composition of the Bridge Team ................................................................................................ 87
4.3 Bridge Watch Categories ........................................................................................................... 88
4.4 Navigation Watch and Look-Out ................................................................................................ 96
4.5 Watch Handover ........................................................................................................................ 96
4.6 The Bridge Team and the Master .............................................................................................. 96
4.6.1 Bridge Teamwork ...................................................................................................... 97
4.6.2 Briefing and Debriefing .............................................................................................. 97
4.6.3 Situational Awareness ............................................................................................... 98
4.6.4 Navigational Training................................................................................................. 98
4.6.5 Bridge Team familiarization ....................................................................................... 99
4.6.6 Master’s Navigational Audit (see CP 07) ................................................................. 100
4.7 Publication References ............................................................................................................ 100
4.8 Night Vision .............................................................................................................................. 100
4.9 Fitness for Duty ........................................................................................................................ 101
4.9.1 Stress and Watchkeeping ....................................................................................... 102
4.10 Bridge Distractions Avoidance ................................................................................................. 102
4.11 Safety Rounds.......................................................................................................................... 103
4.12 Communication with the Engine Room .................................................................................... 103
4.12.1 Unattended Machinery Space (UMS) Operation ..................................................... 104
4.13 Navigation under Different Conditions...................................................................................... 106
4.13.1 Navigation in Coastal or Restricted Waters ............................................................. 106
4.13.2 Navigation in Traffic Separation Schemes (TSS) .................................................... 106
4.13.3 Areas of Sensitive Nature........................................................................................ 107
4.13.4 Restricted Visibility .................................................................................................. 109
4.13.5 Heavy Weather Conditions...................................................................................... 111
4.13.6 Weather Forecast .................................................................................................... 115
4.13.7 Weather Routing ..................................................................................................... 115
4.13.8 Tropical Revolving Storm (TRS).............................................................................. 115
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4.13.9 Navigation in Ice...................................................................................................... 119

4.13.10 Requirements when Navigating in Ice ..................................................................... 119
4.13.11 Signs of Ice in the Vicinity ....................................................................................... 119
4.13.12 Entering the Ice without Ice-Breaker Escort ............................................................ 120
4.13.13 Entering the Ice with the use of Icebreakers ........................................................... 121
4.13.14 Ship Handling Techniques in Ice ............................................................................. 122
4.13.15 Ice Hazard Detection ............................................................................................... 127
4.13.16 Ice Information ........................................................................................................ 131
4.13.17 Passage Planning and Ice Navigation..................................................................... 131
4.13.18 Helicopter Operations (Ship Handling) .................................................................... 133
4.13.19 Helicopter / Ship Night Operations .......................................................................... 134
4.13.20 Man Overboard (M.O.B) .......................................................................................... 135
4.13.21 Recovery Maneuvers .............................................................................................. 136
4.13.22 Search and Rescue (SAR) Operation ..................................................................... 136
4.13.23 Special Areas under MARPOL ................................................................................ 137
4.13.24 Particularly Sensitive Sea Areas (PSSA) ................................................................ 137
4.13.25 Preparation for Arrival ............................................................................................. 138
4.13.26 Preparation for Departure........................................................................................ 139
4.14 Log Books ................................................................................................................................ 139
4.15 Bridge Library ........................................................................................................................... 140
SECTION 5: PILOTAGE ............................................................................................................................ 141
5.1 Duties and Responsibilities ...................................................................................................... 141
5.2 Preparation for Pilotage ........................................................................................................... 142
5.2.1 Passage Planning in Pilotage Waters ..................................................................... 142
5.2.2 Ship and Bridge Team............................................................................................. 143
5.3 Safe Pilot Transfer ................................................................................................................... 144
5.3.1 Pilot Transfer by Pilot Boat ...................................................................................... 144
5.3.2 Pilot Transfer through Helicopter............................................................................. 145
5.3.3 Pilot Ladder ............................................................................................................. 145
5.3.4 Combination Ladder ................................................................................................ 146
5.3.5 Transfer by Basket .................................................................................................. 149
5.4 Pilot Onboard ........................................................................................................................... 149
5.4.1 Master / Pilot Information Exchange ....................................................................... 150
5.4.2 Pilot Monitoring ....................................................................................................... 151
5.4.3 Pilot to Pilot Transfer ............................................................................................... 152
5.4.4 Pilot Allowance to Operate Bridge Equipment ........................................................ 152
5.4.5 Pilotage Appraisal ................................................................................................... 152
5.4.6 Pilot Disembarkation ............................................................................................... 152
5.5 Deep Sea Pilots ....................................................................................................................... 153
SECTION 6: DECK OPERATIONS/ OPERATIONS IN PORT .................................................................. 156
6.1 Safe Navigational Concept .................................................................................................... 156
6.1.1 Purpose .................................................................................................................. 156
6.1.2 Responsibilities..................................................................................................... 156
6.1.3 Procedure .............................................................................................................. 156
6.2 Anchoring ............................................................................................................................... 160
6.2.1 Purpose .................................................................................................................. 160
6.2.2 Responsibilities..................................................................................................... 160
6.2.3 Procedure .............................................................................................................. 160
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6.2.4 Relevant Forms ..................................................................................................... 179

6.3 Deterioration of weather during Cargo Operations at Port ................................................ 179
6.4 Accommodation Ladders and Gangways ............................................................................ 179
6.4.1 Safety Nets............................................................................................................. 179
6.4.2 Other Equipment ................................................................................................... 180
6.4.3 Rigging ................................................................................................................... 180
6.4.4 Marking .................................................................................................................. 181
6.4.5 Maintenance .......................................................................................................... 181
6.4.6 Shore-supplied Gangways and Ladders ............................................................. 181
6.4.7 Pilot Ladders ......................................................................................................... 181
6.4.8 Associated Equipment.......................................................................................... 182
6.4.9 Pilot Ladders Used in Combination with Accommodation Ladders................. 182
APPENDIX I Special Areas under MARPOL ....................................................................... 183
APPENDIX II Particularly Sensitive Areas ........................................................................... 183
APPENDIX III Security Charts ............................................................................................... 183
APPENDIX IV Paper Charts Management ............................................................................. 183
APPENDIX V List of Minimum Navigational Equipment ..................................................... 183
APPENDIX VI Navigating the RADAR ................................................................................... 183
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CHAPTER E: NAVIGATIONAL OPERATIONS Issue/Rev.: 2-11

SECTION 1: NAVIGATION POLICY

Relevant policy can be found together with all other Company’s Policies in Section 3.3. of the Policy Manual.

1.1 Safe Navigational Concept

Master: Make sure that:

• BT members are trained for all their duties and ready to operate all navigation equipment and systems.
• ENCs and publications are available and up to date.
• All navigation equipment is operational.
OOW:
• Navigation is your primary responsibility.
• Immediately resolve uncertainties concerning the ship's position.

Navigation Officer / Master: Ensure that all OOW are aware of back-ups to all navigation system
as well as the procedure of switching between the two in case of a failure (e.g., the GPS is the
backup of speed log regarding the speed data).

Marine Manager/ Senior Marine Superintendent:

• Continuously review the navigational standards onboard ships for any opportunity for improvement.
• Regularly review and compare the results of internal and external navigational audits, verification
assessments, and VDR analysis to:
o Ensure compliance with navigational practices, procedures, and standards.
o Identify trends, assign any necessary follow-up actions and training, develop improvement plans, set
targets, and monitor the rectification actions.
• Review the applicable regulatory framework, industry standards, and best practices and communicate any
relevant information to the Company and fleet.
• Issue and distribute Navigational Campaigns and Circulars to fleet.

1.2 Use of English Language

The use of English language is MANDATORY for any form of communication on the navigation bridge.
Master / OOW:
• Make sure that only English language is used:
o For any sort of communication between Master, bridge team members and ship personnel when
navigating.
o When communicating with any third party (e.g., other ships, coast stations) through VHF or GMDSS
radio.
o When talking on portable radios (walkie talkies) with other crew members for ship’s operations (e.g.,
mooring, cargo, bunkering)
o When speaking with any third party (e.g., pilot, mooring master) on board.
o On general broadcasts to all onboard personnel (e.g., through Public Address system).
• Ask all third parties on board (e.g., pilot, mooring master, loading master) to use English language on their
communications with on board or ashore (e.g., tugs, mooring teams and port facilities) personnel. If their
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communication with ashore personnel is not possible to be made in English language, for any reason (lack
of English language knowledge), ask the third parties to provide a translation in English of the
communications immediately after.
• Ensure that English is defined as working language in form NAV16a “Master / Pilot Information
Exchange”.

1.3 Navigational Assessments and Audits

Refer to CP07 “Verification Review and Evaluation” procedure.

1.4 Succession of Command

Master: Hand over temporarily the command to the C/O onboard, if for any reason incapable to command the
ship.

OOW: Inform the C/O immediately, if suspecting that Master is incapable to command the ship.

C/O: Upon undertaking the ship’s command for any reason:

• You are accountable to the Master and the Company.
• You have the full authority to issue any orders/instructions normally issued by the Master.
• Immediately notify the Manager/ Senior Marine Superintendent.
• Record the change of command in Bridge Log Book.

Marine Manager/ Senior Marine Superintendent: Advise the DPA, and the Crew Manager immediately.

1.5 Delegating Authority

Master: Responsible for the ship’s safety at all times. When resting or otherwise engaged:
• Issue supplementary orders in the Bridge Order Book to cover the periods of your absence.
• Pre-plan the presence/absence from the Bridge.
• Delegate authority to the OOW.
• Inform the C/O.
OOW: Record the time of conning change in the Bridge Log Book.

1.6 Types of Navigation

There are 3 main types of navigation:

• Pilotage, following the visual clues of the surroundings and checking them out on the chart.
• Instrumental, using non-electronic navigation instruments such as compass and sextant combined with
nautical charts and publications to determine position (e.g., celestial, dead reckoning).
• Electronic, using either radio beam or satellite systems (e.g., GNSS).

Master / OOW: Avoid over-reliance on electronic systems as they may fail. Navigational safety
requires both modern and conventional navigation competence.
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1.7 Phases of Navigation

Five phases define the navigation process:

1. Open / Deep Sea: When transiting more than 12 nm away from the coastline and/or outside the 50 meters
contour.
2. Coastal / Shallow Waters Passage: When transiting 12 nm or less away from the coastline and/or within 50
meters contour.
3. Confined / Restricted Waters: When transiting in areas of shallow waters having limited room to navigate
due to physical and / or legal restrictions, as a consequence the Master and / or the OOW cannot choose the
ship’s route freely.
There is no rigid distinction between coastal and confined waters and the limits of those are to be set by the
Master and the navigation officer during passage planning stage. Examples of “confined / restricted” waters
are: canals, lock systems, rivers leading to a port, confined areas among islands and reefs, waterways, traffic
separation schemes, fairways, bays, harbors, port approaches.
4. Port approaches, channels, fairways: When transiting in shallow water areas with limited room to navigate,
within the jurisdiction of a port authority (e.g., confined or pilotage waters).
5. At anchor: When the ship is in sheltered or unprotected waters and is prevented from moving by its anchor.
6. Alongside: When the ship is located at a port where it may be moored, usually for loading or unloading.

SECTION 2: TERMS AND PROCEDURES

2.1 Sea Passage

A voyage extends from berth to berth. Sea passage is the phase of a voyage between the seaward limits of
pilotage waters at the ports or places of departure and destination, usually denoted by “Full Away on passage”
and “End of Sea Passage” entries in the Bridge Log Book.

OOW: Inform the E/R, as per the ship / passage’s needs and always at no less than 2 hours.

2.2 Ship’s Position Verification

The Global Navigational Satellite System (e.g., GPS) is the standard source of position data for ECDIS. The
managed ships are using a combination of various methods at regular intervals in order to verify the ship’s position.

Note: Refer to GMDSS Manual, for detailed procedures related to position cross-checking.

2.3 Voyage

It is the journey of the ship from departing the discharge port in ballast condition until the end of the unloading
operation at the discharging port, including the time required to load or unload the ship.

2.4 Ship’s Time

Navigation Officer:
• Keep the ship's clocks on local time or zone time, except for the GMDSS clock, which is always set on UTC.
• Use the 24-hour format (00:00 to 24:00) for time recording.
• Unless otherwise instructed, use the hh:mm LT (i.e., 19:30 LT) format in all forms/records.
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2.5 Ship’s Safe Speed-Relative Speed

Master / OOW:
• Maintain speed appropriate to prevailing traffic, navigational hazard proximity and weather conditions.
• Adjust speed to allow for proper and effective action to avoid collision and/or stop the ship within a safe
distance.
• Relative speed, as indicated by the speed log, is the speed through the water (STW). It can differ from the
ship’s speed over the ground (SOG) due to the effect of water currents and winds to ship’s hull.
• Comply with national regulations regarding ship’s speed.

Note: VLCCs and deep draught ships navigating in the Straits of Malacca and Singapore shall, as far as safe and
practicable, proceed at a speed of no more than 12 knots over the ground in the following areas: a) At One Fathom
Bank traffic separation scheme, b) Deep-water routes in Phillip Channel and in Singapore Strait, c) Westbound
lanes between positions 01°12·51’N, 103°52·15’E and 01°11·59’N, 103°50·21’E and between 01°11·13’N
103°49·08’E and 01°08·65’N, 103°44·30’E.

2.6 Daily Noon Position, Arrival or Departure Reporting

These reports inform the Company of the position and basic parameters of the ship and the voyage at regular intervals.
Master: Prepare and send to office arrival and departure reports as well as the position report every day at noon, while
the ship is sailing.

2.7 Standby Engines

Master / OOW / OOEW: Order Engine on "standby" at any time during the voyage, informing the E/R promptly. Engineers
must be ready to respond immediately to any engine orders.

2.8 RPM Posting

Navigation Officer:
• Consult the table of correspondence of engine’s rpm with the telegraph order and the expected ship speed,
in laden or ballast condition. Post the table on the bridge, near the engine telegraph position.
• Use the values provided from the above correspondence during the passage planning.
• Record changes on the engine’s telegraph (e.g., from FA to STBY) in the Bridge Log Book.

2.9 Maneuvering Characteristics

Master / Navigation Officer:

• Use the wheelhouse poster and the maneuvering booklet to become familiar with the ship’s maneuvering
characteristics and to obtain values of its maneuvering performance for passage planning.
• Be aware that ship’s maneuvering performance may differ the poster and the booklet, due to
environmental, hull and loading conditions.
• Ensure that the maneuvering booklet and the wheel house poster:
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o Are including that the ship’s power has been limited to meet EEXI requirements and state the limiting
power for the attention of the Master, to account for the ship’s performance so caused in case no
corresponding trials are carried out. (for ships with overridable systems).
o Are updated with the stopping times and distances, and the data of the turning circles as per SOLAS
chapter II-1 regulation 28.3 and IMO resolution .MSC.137(76) respectively, after new trials, with the
ship’s limited power to meet EEXI requirements (for ships with non-overridable systems).

2.9.1 Limiters or Governors to Main Propulsion Machinery

To comply with EEXI requirements, ships have deployed Shaft Power or Engine Power Limiters
(SHaPoLi / EPL), load-limiting / automatic acceleration limiting software programs, or other mechanical-
based limiters (governors).
Master / Navigation Officer:
• Be aware of the type of limiter or governor deployed.
• Be familiar with:
o The procedures for accessing power reserves.
o The time required for accessing unlimited (design) power reserves.
o The ships maximum unlimited (design) and limited power.
• Refer for information to Onboard Management Manual (OMM).
• Notify when use a power reserve (i.e., override the limiter or governor), without delay, the DPA,
CTO, Operations Manager, the Flag Administration or Class Society responsible for issuing the
EEXI certificate and the competent authority of the relevant port of destination using the reporting
form included in the Onboard Management Manual (OMM). Confirm with supporting evidence
(e.g., engine power log, photos) the shaft / engine power limitation reactivation, to the Flag
Administration of Class Society at the earliest opportunity. Record in the Engine and Bridge log
book all events on releasing the power reserve as required, even when the power reserve is not
used.

The following table summarizes the actions needed for the use of power reserve:

Override activated, power reserve: used not used

Record in Engine Room and Bridge log books  

Record in OMM record page 
Notify flag / class 
Notify next port 
Flag / class confirm reactivation  

• Provide pilot, during Master / Pilot information exchange process, with information on the type of
limiter or governor, its effects on the ship’s maneuverability, the ship’s maximum unlimited
(design) and limited power and the time required for accessing unlimited (design) power reserves.
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Master: Be aware that there are no regulatory restrictions to exercise your judgement and
override the system (limiter or governor), ensuring access to power reserves when required
for safety purposes.

2.10 Collision Avoidance

All managed ships must use all available means appropriate to the prevailing circumstances and conditions to
determine if risk of collision exists. If there is any doubt such risk must be deemed to exist.
Master / OOW: In order to avoid the risk of collision:
• Maintain a proper lock-out. Use all available traditional (i.e., compass bearing of approaching ship) and
electronic methods (i.e., sea stabilized ARPA with log input delivering the ship’s speed through the water)
for collision avoidance. Do not forget to look out of the window.

OOW: Call Master (when not at bridge), in time, when the risk of collision is imminent.

• Make a full appraisal of the situation and of the risk of collision. A full appraisal of the risk of collision means
an understanding of both the closest point of approach (CPA) and the time to closest point of approach
(TCPA) of the other ship and whether she is passing to port or to starboard, or crossing ahead or astern.

For collision avoidance purposes the Master and / or the OOW must not rely on information provided
by the use of AIS, VHF and ECDIS.

• Take action to avoid collision in accordance to COLREGs. The action, if the circumstances admit, must be
positive, made in ample time and with due regard to the observance of good seamanship. The action taken
to avoid collision with another vessel shall be such as to result in passing at a safe distance (refer to
company’s min. CPA / TCPA and BCR policy in paragraph 3.1.1).

Note: If necessary to avoid collision or allow more time to assess the situation, reduce ship’s speed or take all
way off by stopping or reversing the means of propulsion.

Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case admit,
be large enough to be readily apparent to another vessel observing visually or by radar; a succession
of small alterations of course and/or speed should be avoided.

• Check the effectiveness of the action until the other ship is finally past and clear.

2.11 Ship’s Draft

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OOW: Be aware of the current ship’s draft and proceed with any adjustment required to the safety settings of the
bridge equipment when the draft is changed (e.g., UKC calculation, safety contour, safety depth, echo sounder
alarm etc.).

2.12 Air Draft / Overhead Clearance (OHC)

Air Draft is the distance from the water line to the highest point of the ship, usually the top of a mast or an antenna
at the highest point.

When the ship plans to pass an overhead object, knowing the overhead clearance at the time of passing is vital.
Overhead Clearance (OHC) is the distance between the highest point of the ship and the lowest point of any
bridge, cable or other overhead obstruction.
Master / OOW:
• Consider the following factors affecting the Overhead Clearance:
o Ship’s air draft as measured from the baseline (keel)
o Ship dynamic draft
o Effect of trim / Tidal height / water level
o Movements in sea and swell.
• Provide allowance for the ship’s steering performance and drift angle in case of bridges with a maximum
clearance in the centerline only.
• Assess the ship’s steering performance when crossing a bridge with the highest point positioned in a narrow
section.
• Adjust the heading to maintain course when the currents and/or the wind affecting the ship while passing
under an overhead obstruction.
• Take always into account the charterers voyage orders and the relevant Charter Party.
• Consider the risk of an electrical discharge between the ship and the power line.
• Consider that the center of a channel IS NOT always the lowest part of a power line.

The company has established the Overhead Clearance between the highest point on the vessel and the obstacle,
after taking into account environmental and physical factors and squat, which shall never be less than 3 feet
(0.91 m), or, shall comply with local regulations/restrictions, whichever is greater.
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Master / OOW: When unable to meet the OHC policy, consult the Operation Department immediately. Do
not proceed until a full appraisal and a RA have been made.

When making a RA to decide on a safe OHC, consider the following factors:

• Clearance according to chart and authorities, air draft of the ship, tidal height
• Width of the overhead clearance
• Steering performance and leeway
• Ship’s movement in sea and swell
• Reliability of all data used in calculation
• Voltage, the risk of electrical discharge when passing under power cables
• In rare occasions, lower clearance due to heavy ice build-up on the power cables.
The calculation of the Air Draft requires:
1. Calculation of the distance between the frames of aft draft scale and the frame in the main mast’s position.
Use frame spacing in the General Arrangement Plan.
2. Calculation of the distance between keel and mast head (or antenna at the highest point). The distance (in
meters) is indicated in the General Arrangement Plan; however, check for any modifications made through
the life of the ship.
3. Calculation of the tide height (in meters) for the time of passing under the overhead obstruction obtained
either optimally from the Tide Tables (ATT) or from local authorities (written information).
4. Calculation of height correction due to trim (if applicable).
5. The above data is used to define the Air Draft (the MULTILOAD software to be used).

Subtracting the air draft from the lowest point of any overhead obstruction we obtain the OHC,
which is calculated via Form NAV01f “Overhead Clearance Calculation.

2.13 Underkeel Clearance (UKC)

The OHC calculation should not account for sinkage by squat. Consider the squat always as zero.

The UKC determines the smallest distance between the bottom of

the ship and the seabed.
Static draft is the distance between sea level (referenced in the chart
datum) and the lowest level of ship’s keel.
Dynamic draft is the ship draft when it is subject to squat, sea and
swell influences and increase of draft due to heel when turning/rolling
or trim when pitching.
Gross UKC is calculated by subtracting the ship static draft from the
amount of water available (depth and tide).
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2.13.1 Minimum dynamic/ static UKC Policy

The Company has set the below minimum dynamic/ static UKC policy 1, 8, 9:

MR TANKERS
The UKC to exceed 50% of the vessel’s current maximum static draft and
Min UKC at open sea: no further UKC calculations required 2.
Dynamic UKC not falling short of 3 m.
Where the UKC is less than 50% of the vessel’s current maximum static
Min UKC for sailing in Confined/
draft the vessel shall maintain a minimum UKC of 10% of the current
Shallow waters , excluding Channels,
3
maximum static draft not falling short of 1.0 m, after taking into account
Fairways 4 and alongside a terminal:
applicable dynamic factors 5.
Whilst “Underway” the minimum UKC required is 1.5% of the moulded
Min UKC for sailing in Channels and
breadth of the vessel, but not less than 0.6 m, after taking into account
Fairways 4:
applicable dynamic factors 5.
Min UKC whilst moored at Sea Island Minimum UKC of 15% of the current maximum static draft not falling short
Terminals/ SBM / Open Locations: of 1.5 m after taking into account applicable dynamic factors 5.
Min UKC whilst berth alongside a 1.5% of the moulded breadth of the vessel, not falling short of 0.3 m, after
terminal or at CBM: taking into account applicable dynamic factors 5.
When at unprotected waters, the minimum static UKC 6 must be more
than 20% of static draft, and at least 2.0 m.
Min UKC whilst at anchor or adrift:
When at protected / sheltered waters 7, the minimum UKC must be more
than 10% of static draft, and at least 1.0 m.
Notes:
1 For UKC calculation, “MULTILOAD UKC CALCULATOR” software to be used. In case of software failure, Form
NAV01e, “Under Keel Clearance Calculation” should be used alternatively and office should be informed
immediately. The drafts referred to in the above table are the drafts of the vessel in the prevailing water density at the
specific location. If there is any doubt as to the actual water density, then the fresh water draft shall be assumed so as
to add safety.
2 Masters shall plan their voyages to avoid, wherever practical, transiting areas where the UKC is less than 50% of the
vessel’s maximum static draft.
3 Confined waters shall mean areas other than open sea, generally closer than 20 miles to the grounding line; for the
squat calculation, the contribution of confined waters is a function of the depth, draft and the waterplane coefficient of
the vessel.
3 Shallow waters shall mean areas where the UKC is less than 50% of the vessel’s maximum static draft.
4 Channelsand fairways shall mean those areas that are generally within the jurisdiction of a port authority, and actively
managed, including dredging.
5 Dynamic factors include squat, motion due to wind, wave and swell, heel experienced in a turn etc.
6 Static UKC is the clearance for a ship in still water (i.e., Static UKC = Sea Depth – Ship Draft + HoT).
7 Sheltered waters are water bodies with shorelines that are not subject to the direct action of undiminished ocean waves.
8 Where a Port Authority or terminal requires a greater UKC than prescribed within this policy, the larger UKC shall be
adopted.
9 For any combination of circumstances, the maximum applicable UKC shall prevail.
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SUEZMAX and VLCC TANKERS

The UKC to exceed 50% of the vessel’s current maximum static draft and
Min UKC at open sea: no further UKC calculations required 2.
Dynamic UKC not falling short of 3 m.
Where the UKC is less than 50% of the vessel’s current maximum static
Min UKC for sailing in Confined/
draft the vessel shall maintain a minimum UKC of 10% of the current
Shallow waters3, excluding Channels,
maximum static draft not falling short of 1.0 m, after taking into account
Fairways 4 and alongside a terminal:
applicable dynamic factors4.
Whilst “Underway” the minimum UKC required is 1.5% of the moulded
Min UKC for sailing in Channels and
breadth of the vessel, but not less than 0.6 m, after taking into account
Fairways 4:
applicable dynamic factors 5.
Min UKC whilst moored at Sea Island Minimum UKC of 15% of the current maximum static draft not falling short
Terminals/ SBM / Open Locations: of 1.5 m after taking into account applicable dynamic factors 5.
Min UKC whilst berth alongside a 1.5% of the moulded breadth of the vessel, after taking into account
terminal or at CBM: applicable dynamic factors 5. Dynamic UKC not falling short of 0.72 m.
When at unprotected waters, the minimum static UKC 6 must be more
than 20% of static draft, and at least 2.0 m.
Min UKC whilst at anchor or adrift:
When at protected / sheltered waters 7, the minimum UKC must be more
than 10% of static draft, and at least 1.0 m.
Malacca/Singapore Straits: UKC of at least 3.5 m at all times during the entire passage through the
Straits of Malacca and Singapore, after taking into account applicable
(all vessels having a draught of 15 m dynamic factors 5. All necessary safety precautions shall be taken, when
and more) navigating through the traffic separation schemes.
Notes:
1 For UKC calculation, “MULTILOAD UKC CALCULATOR” software to be used. In case of software failure, Form
NAV01e, “Under Keel Clearance Calculation” should be used alternatively and office should be informed
immediately. The drafts referred to in the above table are the drafts of the vessel in the prevailing water density at the
specific location. If there is any doubt as to the actual water density, then the fresh water draft shall be assumed so as
to add safety.
2Masters shall plan their voyages to avoid, wherever practical, transiting areas where the UKC is less than 50% of the
vessel’s maximum static draft.
3 Confined waters shall mean areas other than open sea, generally closer than 20 miles to the grounding line; for the
squat calculation, the contribution of confined waters is a function of the depth, draft and the waterplane coefficient of
the vessel.
3 Shallow waters shall mean areas where the UKC is less than 50% of the vessel’s maximum static draft.
4 Channelsand fairways shall mean those areas that are generally within the jurisdiction of a port authority, and actively
managed, including dredging.
5 Dynamic factors include squat, motion due to wind, wave and swell, heel experienced in a turn etc.
6 Static UKC is the clearance for a ship in still water (i.e., Static UKC = Sea Depth – Ship Draft + HoT).
7 Sheltered waters are water bodies with shorelines that are not subject to the direct action of undiminished ocean waves.

8 Where a Port Authority or terminal requires a greater UKC than prescribed within this policy, the larger UKC shall be
adopted.
9 For any combination of circumstances, the maximum applicable UKC shall prevail.
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Master / Navigation Officer: Conduct additional dynamic UKC calculations during the entire passage
through the Straits of Malacca and Singapore, taking into consideration all applicable factors affecting the
UKC calculation.

Note: Master / OOW: Use form NAV 01e for UKC calculations:
• The drafts in the above table refer to prevailing water density at the specific location. If
in doubt of the actual water density, assume the fresh water draft so as to err toward
safety.
• Plan voyages to avoid, wherever practical, transiting areas where the UKC is less than
double the ship’s maximum static draft.
• When there is a combination of any of the above cases, the stricter policy applies.

If charterers, port or canal authorities have rules stricter than the above UKC criteria, adhere
to the stricter UKC allowance.

2.13.2 Factors to be Considered when Calculating and Evaluating the UKC

The UKC policy applies to the dynamic condition of the ship, where below variables are applied to the
static draft:
• The effect of squat based on the ship’s speed through the water.
• The location of the ship: open waters or confined waters.
• Environmental conditions such as: water density, prevailing weather, height of swell,
tidal height and range, atmospheric pressure, local anomalies, current.
• The nature and stability of the bottom (e.g., sand wave phenomena, silting).
• Reduced depths over pipelines or any other obstructions.
• The ship’s size and handling characteristics and how the ship squats, whether
by head or stern.
• The reliability of the ship’s draft observations and calculations, including
estimates of hogging or sagging.
• Increase in draft due to heel when turning/rolling.
• Wave response allowance, which is the vertical displacement of the hull due to heave,
roll and pitch motions.
• The accuracy/reliability of hydrographic data. This is generally described on
tabulated source diagrams or as “Zones of Confidence” and takes into account how
the depths were obtained originally, i.e., via hand leads or sophisticated survey
methods (see ECDIS manual paragraph 11.1).
• The accuracy of tidal predictions. The ocean-atmosphere interaction and the
horizontal gradient of atmospheric pressure can both increase the level, due to stacking
of water on the coast, and reduce it, due to the withdrawal of water by local or synoptic
phenomena, such as wind speed and direction and/or high or low barometric pressure.

2.13.3 Consideration of CATZOC in UKC Calculations

UKC calculations must address ZOC uncertainty. Considering the minimum UKC policy and the ZOC
uncertainty, either of the following 2 outcomes will apply:
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• The UKC required is greater or equal than the ZOC uncertainty: no additional measures
are needed.
• The UKC required is less than the ZOC uncertainty: then the Master must advise the
Operations Department, request additional information for the port to assess the risk,
through a RA, and decide on proceeding, taking into account that the uncertainty is
larger than the remaining safety margin.

Master / OOW: Additionally, when planning to sail in areas where the ZOC is C, D or U and the
calculated dynamic UKC is less than 3.5 m:
• Conduct a RA examining the possible hazards.
• Advise the Operations Department on the RA’s outcomes and request written approval.
• Review the sailing directions recommended route for the particular passage.
• Check for regular shipping lanes for the voyage.
• Consider previously used routes.
• Verify that the course is plotted in areas with dense spot soundings.
• Ask local authorities/agents for latest details about draft restrictions and:
o Date of most recent dredging
o Maximum allowed arrival / departure draft
o Most recent deepest arrival / departure draft (arrival and safe berthing of ships
of similar size and draft establishes a degree of safety for the transit under
prevailing environmental conditions)
o Expected movement of traffic in the area
o Controlled transit speed.

Master: When sailing in CATZOC areas C, D or U is required, advise the Operations

Department, and assess the risk through a Risk Assessment.

2.13.4 Actions when UKC Policy Requirements cannot be met

The Master may be unable to meet the Company’s UKC requirements, for instance, when:
• Voyage orders specify a draft or a cargo nomination that would result in an UKC less
than the minimum required.
• Local regulations, or recommendations by relevant authorities, provide for a UKC less
than the minimum required.

Master: When unable to comply with criteria “greater than” as set at the minimum UKC policy,
then:
• Consult the Operations Manager/ Operator immediately, and
• Do not proceed, until a full appraisal and a RA have been made to determine if
the passage may be carried out safely.
The decision to proceed is ultimately at your discretion. The “not less than” criteria set at
the minimum UKC policy are the absolute limits.

• The Risk Assessment must consider the following:

• Local survey information received from port authorities or other reliable sources such
as terminal operators and pilots:
o The actual depth of Berth / Loading / Discharging Areas or SBM
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o The maximum permitted draft

o The tidal data that may differ due to local anomalies
o The characteristics of the port / berth area including the nature of the sea
bottom.
• Latest and most accurate data, utilizing the latest editions of properly corrected charts
and publications:
o Water depth in terminal approaches at low water
o Expected tide
o Water depth in berth at low water
o Sufficient UKC and safe OHC, when applicable.
• Common practice and good seamanship:
o Frequently sound around the ship shortly after arrival when conditions permit.
Record soundings in the Bridge Log Book.
o Monitor the indications of echo sounder frequently and at critical points.
o Check the water density of the port upon arrival and, if the port is subject to
water density changes due to tidal factors, also check at the high and low water
phases.
o Monitor the ship’s trim and draft.
o Ensure enough UKC exists throughout the voyage, at anchorage and alongside.

Master / OOW: Take all reasonable precautions to ensure the ship NEVER runs
aground.

o Evacuate the berth if at any risk of grounding.

• Operation matters connected to the prevailing environmental conditions:
o Berthing / unberthing times
o Expected commencement / completion of cargo operation.
• Previous experience / records for the specific port / berth areas.

2.13.5 Communication of the UKC Calculations

Master:
• Present the passage plan to the pilot, along with the UKC calculation of the transit.
Bring to the attention of the pilot the transits through shallow waters and discuss in
detail the ship’s dynamic UKC. Maintain a record of information exchange in the form
NAV 16a “Master / Pilot Information Exchange”.
• Provide to the office, upon request, the passage plan along with the UKC calculations
of the passage. Inform the office immediately if the required UKC cannot be maintained
throughout planned voyage.
• Inform the agent and the port authorities about the minimum calculated UKC as part
of the ship’s clearance process.
• Advise the charterers the minimum calculated UKC (if necessary) as obliged by the
terms and conditions of the relevant charter party.
• Report to any third party (port control, VTS) the ship’s UKC as part of a voluntary or
mandatory reporting system.
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2.13.6 Safety Settings Affected by the Dynamic UKC Calculation

These are the following:
• Safety contour
• Safety depth, and
• Echo sounder alarm.

2.13.7 Updating UKC Calculations

OOW: Update the UKC calculations to reflect:
• The new predicted time of passing over critical hydrographic features where the
passage is delayed for more than 2 hours.
• The actual speed, when the speed used for calculation was exceeded by more than
10% when passing the critical hydrographic feature.
• Any change to the source of data used for the initial calculation.

2.14 Safe Draft Declarations

Master:
• In port areas where the relevant Authority manages channel navigation and terminal limitations based upon
a declared “safe draft”, rather than indicating depth and required UKC, follow the declared safe draft.

• Do not proceed until a full appraisal and a Risk Assessment are made. The Risk Assessment must
examine hazards, emphasizing:
o Recent safe transit of the channel from similar size ships under similar conditions (i.e.,
draft)
o Conduct of the passage / transit under Authority Pilotage.
• Advise the Operations Manager/ Operator with the Risk Assessment outcome and wait for written
approval (if any).
• The decision to proceed is ultimately at your discretion.

• Present the ship at a draft equal or lesser than the dictated safe draft, considering the water density.
• Continue seeking the latest and most accurate depth survey data, utilizing the latest editions of properly
corrected charts and publications. Locally validated survey data may be most accurate, therefore, consult
port authorities and local pilots for any updated information.

When receiving data through agents and shippers, carefully cross check and verify that the data is valid.

• Proceed with UKC calculations for ship’s passage, when relevant depth survey data has been defined /
provided.
• Record the safe draft on all relevant forms / checklists.
• Have readily available the email received from the Authority indicating the safe draft.
2.15 Squat

Squat is the loss in UKC as a ship moves after being at rest. Squat is comprised of mean bodily sinkage and the trim
ratio (forward or aft). It can be caused in 2 ways:
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• On most occasions squat is caused by the forward motion of the ship. As the ship moves forward, she
develops a mean bodily sinkage together with a slight trimming effect. The ship’s bodily sinkage and the trim
ratio (forward and aft) is known as ship squat.
• The other occasion where squat will occur is with moored ship, in an ebb tide, alongside a jetty. Tide speed
along the stationary ship produces, as before, components of bodily sinkage and trimming effects. The 2
combined account for ship squat for stationary ship.

The squat as a consequence of tide speed could lead to underloading cargo aboard a ship being loaded
ready for departure.

2.15.1 Shallow Water Indications

A ship behaves differently in shallow water than in deep water. When a ship has entered shallow
waters:
• The ship’s resistance will increase
• Speed will be reduced despite the same input of engine power
• Propeller revolutions will be reduced
• The squat will be increased
• Wave making increases at the forward end of the ship
• Ship becomes more sluggish to maneuver
• Ship may start to vibrate suddenly because of entrained water effects causing
resonance
• Rolling, pitching and heaving motions decrease due to the cushion of water under the
ship.

2.15.2 Factors Affecting Ship Squat

The main factors affecting the ship’s squat are:
• The forward speed which is the speed of the ship through the water (STW). This is the
most important factor because ship squat varies directly as square of forward speed.
If the speed is halved, the squat is quartered.
• The block co-efficient (Cb).
• The relationship between the depth of the water (H) and the static mean draft of the
ship (T). As H/T decreases, squats increase.
• The presence of river or canal banks. The closer banks are to the sides of a moving
ship, the greater the squats will be.
• Presence of nearby ships in a crossing or passing maneuver increases squats on both
ships.

2.15.3 Practical Calculations for Squat

The MULTILOAD software is to be used as primary mean of calculating the SQUAT and printouts must
be attached with the passage plan.

The NAV01e “Master / Pilot Information Exchange” will be used as back up and will be required
only when the software is not working/ running.
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Squat information for various ship’s speeds on both loaded and ballast conditions must be
readily available (posted) on the bridge.

2.15.4 Effect of the Squat on Ship’s Draft

It is imperative to know when maximum squat may occur. Maximum squat depends on how a ship is
trimming when static.
• When the ship is even keel, while stationary (trim is zero).
o Trim by head if the CB is greater than 0,700
o Trim by stern if the CB is less than 0,700
o Usually not trim if CB is 0,700. The squat will consist only of the mean bodily
sinkage component.
• When the ship is trimming while stationary, then the following applies:
o If the ship is static and trimming by head, then when underway bodily sinkage
will occur plus a slight trimming effect by head.
o If the ship is static and trimming by stern, then when underway bodily sinkage
will occur plus a slight trimming effect by stern.

2.15.5 Prevention of Squat and its effects

Master / OOW: To prevent excessive squat and its effects, consider:
• Reducing speed.
• Increasing the H/T value (where H is the depth of water and (T) is the static mean draft
of the ship). This can be achieved by deballasting or moving into deeper water.
• Reduce the CB value, by reducing the static mean draft. The CB at a lower draft will
reduce the squat value.

2.15.6 Communicating the Squat Calculation

Master / OOW: Communicate the squat values to:
• Shipboard personnel; bridge team members need to be aware of possible dangers
resulting from excessive squat.
• Pilot(s); they need a detailed appreciation of the squat.

Agree the maximum speed of transit used for squat calculation with Pilot and clearly specify
in the Master/Pilot information exchange form and UKC calculation form.

• Any third party needing to know about ship’s squat, like port authorities.

2.15.7 Wave Response Allowance

It is the vertical displacement of the hull due to heave, roll and pitch motions.
They are short-period oscillatory changes in water level, with wavelengths generally shorter than the
length of the ship. The lowest point in the water that any part of the ship's hull reaches contributes to
the maximum draft. The heave (vertical motion of the entire hull), the pitch (the angular motion of bow
and stern in opposite directions), and the roll (the angular motion of the port and starboard sides of ship
in opposite directions) all can contribute to the maximum draft.
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The effect of waves on the ship depends on the hull shape, water depth, seabed profile, and wave size.
The maximum vertical and rolling motions of waves are often uncertain.

2.15.8 Interaction
Interaction is the resultant effect of positive and negative forces around the ship’s hull when meeting
another ship or obstruction, which is manifested in different ways, from involuntary changes of speed
to unexpected changes of course, draft or trim and can lead to collision or grounding.
Situations in which interaction is involved:
• Ships attempting to pass at very close range (overtaking or head-on encounter).
• Ships maneuvering in a close distance for operational reasons, particularly when the
larger ship has a small UKC.
• Ships with a small UKC which stop rapidly, when approaching an enclosed basin,
resulting in unexpected sheering. This includes the reduced effect of accompanying
tugs which may sometimes occur in these circumstances.
Interaction can cause one or more of the following situations:
• If two ships are passing or overtaking in a river, the squats of both ships could be
significantly increased, even doubled, when both amidships are directly in line.
• They will also develop an angle of heel and the smaller ship will be drawn towards the
larger ship.
• Both ships could lose steerage efficiency and alter course without change in rudder
helm.
• The smaller ship may suddenly veer off course and head into the adjacent riverbank
or into the larger ship.
In other words, there is a ship to ground interaction, a ship-to-ship interaction, and a ship to shore
interaction.

Master:
• Examine the depth contours and channel dimensions, during the passage planning
stage, to identify areas where interaction may occur.
• Stay alert and try to decrease the effects of interaction by:
o Maximizing distance from other ships.
o Reducing speed.
o Using the rudder to counteract yawing effects by nearby ships or riverbanks.
o Maintaining the effectiveness of rudder, e.g., proceed with a momentary
increase of propeller revolutions when going ahead to improve ship’s control.
o Avoiding crossing or overtaking other ships while in confined and shallow parts
of the transit.

2.15.9 Bank Effect

Bank effect occurs due to asymmetric flow around the hull when sailing near a bank, which results in a
yawing moment pushing the bow away from the bank. Grounding due to bank effect is possible. The
magnitude of this effect depends on:
• Bank shape, water depth, and ship distance from the bank
• Ship properties and ship’s speed.
A decreased distance between ship and bank:
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• Tends the ship’s bow away from the bank (bow cushion) and moves the stern towards
the bank (bank suction).
• Influences maneuvering performance considerably.
• Decreases steering capability.
• Increases ship speed.
Master:
• Prevent grounding by:
o Keeping the ship in the fairway’s center or as far away from the bank as
possible.
o Using the correct rudder helm.
o Reducing speed.
o Maintaining the effectiveness of the rudder.
• Familiarize the bridge team with the bank effect forces that influence ship trajectory.
2.16 Distance Off

2.16.1 Safe Distance Off Shores

Master / OOW:
• Maintain a safe distance off lee shores1 in particular and all shores whenever possible,
as to minimize the risks of collision, grounding and any impact to the environment.
• Maintain the following distances from the shore lands, when the ship is in safe
passage at open sea, whenever feasible:

Condition Distance
Laden Condition A minimum distance of 15 nautical miles

Ballast Condition A minimum distance of 12 nautical miles

2.16.2 Safe Distance from Navigational Hazards

Master / OOW:
• Keep a safe distance from critical hydrographic features (e.g., wrecks, shoals etc.)
based on the size of the ship, the area sailing and the prevailing weather conditions.
• Consider the position accuracy when navigating in ZOC categories C, D or U.
o Open sea navigation:
▪ Identify and mark with an alarmable area hazards to surface
navigation.
▪ Maintain a safe distance from the hazard(s).
▪ Verify ship’s position on the ENC before approaching and on clearing
the position.
▪ Navigate using the ENCs at the compilation scale.

1 Lee shores are shores on the lee side of the ship. In cases of engine breakdown, the ship will drift, because of the winds towards the shore.
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o Coastal navigation and port approach:

▪ Identify hazards to surface navigation and mark them with an
alarmable area.
▪ If many hazards exist in a small area, mark them as one area and
maintain a safe distance from them.
▪ Consider using parallel indexing in areas with numerous hazards to
surface navigation.
▪ Consider increasing the frequency of position verification.
▪ Navigate using the ENCs at the compilation scale.
• Maintain a safe distance from critical hydrographic features as per below:

Condition ZOC Categories Distance

A1, A2 or B minimum 1.0 nm
Open / Deep Sea
C, D or U minimum 1.5 nm
Coastal Navigation and Port A1, A2 or B minimum 0.5 nm
Approach / Channel / Fairways,
whenever feasible C, D or U minimum 1.0 nm

• Reflect the safety horizontal margins from a critical hydrographic feature in the passage
plan, countersigned by all bridge watchkeeping officers.

Note: Master: In any doubt, increase the margin and state same in the Bridge Order Book.

Master: When unable to maintain the required safe distance from a critical
hydrographic feature:
• Advise the Operations Manager/ Operator.
• Seek additional information to assess the risk (through a Risk Assessment), and
• Decide whether is safe to proceed.

2.17 Master’s Standing Orders and Daily Orders

2.17.1 Master’s Standing Orders

The standing orders are a set of guidelines to ensure safe ship navigation and operations whether at
sea, anchor or at port.

Master:
• Prepare, sign and date the standing orders upon appointment to the ship.
• Ensure that the orders are drafted to support the contents of this Chapter and identify
any circumstances where you wish your instructions to be stricter than this Chapter
requirements.
• Post a copy of the orders on the bridge area, for reference.

Bridge Team: Read, sign and date upon joining the ship and before assuming navigation duties.

The Master’s standing orders (see sample in form NAV24) must at least include:
• Definition of restricted visibility and the actions required upon encountering it.
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• Definition of the minimum CPA, TCPA and BCR acceptable when he and his deputy
are not present on the bridge and the actions required if those cannot be maintained.
• The minimum passing distance from navigational hazards and/or navigational aids
when the Master and his deputy are not present on the bridge and the actions required
if this cannot be maintained.
• Definition of display layers and alarm settings required to be set on ECDIS for various
navigation conditions and circumstances allowing their change.
• The hazards of reliance and limitations on AIS and VHF in collision avoidance
situations.
• Calling the Master.
• The process under which the Master is, formally, taking over the con of the ship.

2.17.2 Daily Orders

The daily orders are supplementary to Master’s standing orders, covering periods when the Master is
resting or otherwise engaged. They provide additional instructions relevant to the ship's short-term
operation and prior to the next time the Master is expected on the bridge.
Master:
• Write in the Bridge Order Book, at least at daily intervals, your daily orders.
• Include in the daily orders the OOW’s duties, specifically pertaining to the existing state
of weather, sea and traffic.
OOW:
• Sign the daily orders, when taking over the watch, to confirm that they are carefully
read, understood and ensure compliance.
• Brief other members of the Bridge Team, as appropriate, on any particular activities or
requirements during the forthcoming watch.

2.17.3 Calling the Master

OOW:
• Call the Master immediately if in doubt of the ship’s safety or when encountering
uncertainty.
• Call the Master in ample time before a doubtful situation develops to an emergency,
allowing him to understand and respond effectively to the situation.
• Call the Master as required by the Master’s Standing Orders and daily orders.
• Take any action is considered necessary to ensure safety of life, environment, ship and
transported cargo until the Master arrives to the bridge.
• Do not hesitate to call the Master. If contemplating “shall I tell them about this?”, the
answer is always YES.

If contact with Master is impossible in an emergency, make an announcement in Public

Address system and ring the General Alarm with 3 short blasts.

Note: For occasions that need to call the Master, see the Master’s Standing Orders in sample form
NAV24.
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2.18 Paper Charts Management

The primary and secondary means of navigation onboard managed ships is ECDIS through ENC. However, managed
ships may carry paper charts, compliant with carriage of charts and publications regulations, to mitigate gaps in ENC
coverage or for any other use.

Note: Refer to Appendix VI for paper charts management.

2.18.1 Take Me Home Folio

For the event of primary and backup ECDIS system failure, activate the IMS software installed onboard
all managed ships.
2.19 Nautical Publications

During planning of a voyage, the nautical publications are indispensable, since these contain information that is not
available in the charts.

The managed ships are supplied with nautical publications, including but not limited to:
• Sailing Directions, Notices to Mariners, Lists of Radio Signals
• Load Line Charts
• Ocean Passage / Routing Charts and Guides
• Port Guides
• Lists of Lights, Tide Tables and Tidal Stream Atlases
• Maritime Security Charts.

The publications for emergency use, such as the Int. Code of Signals and the IAMSAR Manual Volume III,
must always be available in the form of hard copy.

Navigation Officer:
• Check that the necessary nautical publications for the intended voyage are adequate and up-to-date.

Keep an updated inventory of nautical publications, indicating their edition date and latest correction applied
(where applicable) readily available.

• Ensure that when the ship is expected to operate in the Australian waters, the latest edition of “The Seafarers
Handbook for Australian Waters (AHP 20) is available onboard.

2.19.1 Digital and e-Nautical Publications

The UKHO produces 2 types of digitized nautical publications:
Admiralty Digital Publications (ADP) - include Admiralty Total Tide (ATT), Admiralty Digital List of
Lights (ADLL) and Admiralty Digital List of Radio Signals (ADRS).
Admiralty e-NPs - include electronic versions of Sailing Directions and other reference nautical
publications.

All managed ships must be provided with digital and e-Nautical publications, if possible.
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They provide significant benefits to the Master and the OOW:

• The data content is the same as the equivalent paper publications
• The images produced are capable of being printed in hard copy.
• The digital format allows more flexible ways of viewing and searching for information
and fast, efficient updating.
• The time and effort spent in manual correction is significantly reduced, while the risk of
human error is minimized.

The Record of Equipment attached to the ship’s Safety Equipment Certificate must be
appropriately endorsed to indicate that digital publications are in use and appropriate backup
is fitted onboard. This endorsement is provided by a Recognized Organization (RO), where
authorized, who will also ensure that any specific Flag requirements have been implemented.

Navigation Officer / OOW:

• Proceed with the weekly updating of ADPs and E-NPs. Apply updates to both primary
and backup systems as soon as practical. Note that ATT is not routinely updated
between yearly editions.

ADP Updates are provided weekly by email or downloaded using the service provider’s
software. Once obtained, all updates can be applied automatically by the ADP software
application. Updates for e-NP are provided weekly via an online service allowing both
updates and new editions to be downloaded.

• Note any changes relevant to the voyage on the passage plan.

• Check the license validity and ensure that licenses permitting the use of ADP and/or
e-NP and associated updates will remain valid for a period longer than the duration of
the voyage to the next port of call.

Note: The application’s Update Wizard can be used to print a certificate showing detailed information
about the update status of each ADP and their licensed areas. A certificate to demonstrate that the e-
NP products are up to date can be issued after selecting the relevant application’s choice.

• Ensure that updates are received and applied.

• Ensure no conflict between digital publication products and other authorized software
applications running on the primary computer system.
• Protect the primary and secondary computers against viruses.
• Check that the backup system is always available.
• Ensure that navigationally significant information remains available (e.g., by printing
out relevant parts of publication) for the next leg of voyage, in the event of system’s
failure.

The primary system must be available at all times during the voyage; therefore, it must be
connected to the emergency source of power.

• Familiarize yourself with the systems and the safe and effective use and maintenance
of digital nautical publications.
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Master:
• Ensure that the use of digital publications with backup system is reflected in the Record
of Equipment (Form E) attached to the ship’s Safety Equipment Certificate.
• Ensure that digital publications are easily accessible by the OOW at all times during
the voyage.
• Advise immediately the Marine Manager/ Senior Marine Superintendent in the event of
a failure, proceed with a Risk Assessment, and properly handle (i.e., defect report),
and repair as soon as possible any defect.

SECTION 3: NAVIGATION EQUIPMENT

The Master and the OOWs must be thoroughly familiar with the onboard navigation equipment.
Master:
• Ensure that the equipment is handled and operated carefully by familiar and well trained OOW, in
accordance to maker’s instructions.
• Ensure equipment maintenance as per maker’s instructions. The C/E and ETO or other qualified/trained
personnel are responsible for the maintenance. Never allow any untrained personnel to make repairs to
navigation/communication equipment.
• Ensure that the equipment is regularly checked/tested as per the maker’s instructions and industry best
practices, by competent and familiar officers such as the OOW.
• Record any equipment test and maintenance appropriately in the Bridge Log Book.
• Advise immediately the Marine Manager/Senior Marine Superintendent and Technical Department for any
navigation equipment defect and seek advice. Follow the Company’s defect reporting system. Proceed
with a full appraisal of the situation and a RA to determine if the passage can be carried out safely. Record
the defect and the actions taken in the Bridge Log Book. Where available, select an appropriate backup
system, test it, start using it immediately.
• Tag out / Log out any defected navigation equipment. Advise all OOW accordingly (e.g., via the Daily
Orders).
• Notify any interested party (e.g., pilot, agent, port authorities, charterers, port control, VTS etc.) for the
navigation equipment defect, when necessary.
• Keep service and repair reports properly filed onboard.

Prior to departure send a confirmatory message to Marine Department stating that all navigational equipment
is fully operational and all charts and publications for the intended voyage are available and corrected.

OOW:
• Use effectively all of the navigation equipment available to accomplish your duties safely.
• Verify the equipment performance and the quality of the information available for an effective decision
making. Pay attention to the accuracy and reliability of the particular equipment fitted onboard, rather than
the generic capabilities expected of the system.
• Ensure that performance standards are periodically updated and refined to improve the reliability of
equipment and to reflect technological progress. The installed equipment may not always be designed to
latest specifications, which affects accuracy and performance.
• Get familiar with the bridge layout and the navigation equipment on joining the ship, and before assuming
the first watch. The off signing OOW must, as part of the handover process, document (in forms NAV 26a
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“Bridge Equipment Familiarisation” & NAV26b “ECDIS familiarization”) and explain the specifics of
individual equipment (including any faults).
• Prioritize familiarization with the use of the RADAR system, ECDIS, helm and propulsion controls, GNSS
readouts, gyro and other essential repeaters familiarization with bridge equipment. Over time, develop an
in-depth knowledge of each item of equipment.
• Make use of reference materials, such as manuals and quick reference guides, in order to establish
operating limits, question the performance of the equipment where differences exist and know whether
equipment is functioning correctly.
• Focus on understanding the bridge equipment, particularly any equipment you are not fully familiar with.
• Observe the following when checking equipment of discovering any defect:
o Ensure adequate performance, readouts and display information from electronic equipment by
comparing them against information from different independent sources.
o Check the electronic equipment to verify correct function and successful communication with any
bridge system to which it is connected.
• Report any equipment defect to Master immediately. Where available, select an appropriate backup
system, test it, and use it immediately.

OOW: Be ready to respond to any equipment failure by understanding what should be done in case of failure
on the next stage of passage.

The Company seeks to supply the ships with standardized equipment on the bridge to aid familiarization and consistent
use and:
• Provides necessary training to the Master and OOW, prior their embarkation, for the proper operation of
navigation equipment such as ECDIS.
• Has a shore-based contractor for the repair and maintenance of navigation equipment.
Technical & Marine Superintendent: n case of navigation equipment defect:
• Provide rectifying instructions promptly and/or arrange necessary repair by authorized contractor as soon
as possible.
• Handle any defect report as high priority.
• Investigate any navigation equipment defect, in order to detect the root causes and identify the necessary
corrective and preventive actions.
• Discuss with the Marine Manager/ Senior Marine Superintendent and DPA the need to notify Charterers
or any other third party.
The Company, during the MRC:
• Collects and analyzes all navigational equipment defects.
• Identifies trends, recurring defects and needs for required measures.

A defect occurring more than 5 times on the same type of navigational equipment within 12 months is a
recurring or repeated defect, and requires immediate corrective actions.

Note: Refer to Appendix VII, for the list of minimum navigational equipment onboard managed ships.

3.1 RADAR / ARPA

RADAR is valuable to navigational safety and collision avoidance. In both clear and restricted visibility, it provides:
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• Means to continuously monitor the ship’s position in coastal areas along the planned track, even when other
methods of position verification are unavailable.
• Means to locate other traffic objects around own ship.
When combined with an ARPA, the functionality of RADAR can be further enhanced.
ARPA is an automatic tool for the systematic plotting of detected objects as required by the COLREGs. The ARPA offers
several automated collision avoidance features, including trial maneuvers before initiating actions.

Do not over-rely on ARPA for collision avoidance. Use traditional navigational practices, like visual bearings
and target’s visual aspect as primary means for collision avoidance and supplement them with RADAR /
ARPA.

Master / OOW:
• When using the RADAR for navigation, position verification and collision avoidance:
o Review the operating manuals for all RADAR models onboard and be familiar with their capabilities
and limitations.
o Use the RADAR unit(s) constantly. The working life of a RADAR will not be prolonged by switching it
off.
o Use different RADAR range scales, when 2 or more RADAR units are running.
o Use one RADAR for collision avoidance and one RADAR for navigation, when 2 or more RADARs
are running.

One RADAR and ARPA should be in continuous use at all times. Two or more RADARs must be used, when
appropriate, for keeping a proper look-out and for determining risk of collision while ship is:
• At restricted visibility - At heavy traffic - At heavy weather
• Under Bridge Watch category II or III
• Making landfall
• Approaching / Leaving a port
• Navigating within restricted waters, channels and fairways
• Passing close by hazards to surface navigation
• Adrift or not under command, or
• When the Master or OOW requires so.

o Ensure that the range scale in use is appropriate to the prevailing circumstances.
o Use long range scanning periodically to detect targets and landfalls, and when approaching high
traffic areas.

Difference in capabilities and limitations of X and S-Band RADARs:

• X-Band or 3 cm (9.2 to 9.5 GHz) RADARs are better for coastal navigation and pilotage due to
their higher directivity and definition of targets.
• S-Band or 10 cm (2.9 to 3.1 GHz) are better at detecting ships and landfalls due to their greater
range and ability to penetrate precipitation in varying and adverse weather conditions of
restricted visibility, rain and sea clutter.
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o Operate the RADAR off center, when appropriate, for a better view ahead whilst maintaining the
benefits provided by a smaller range scale.
o Check and adjust the brilliance, gain, tune and clutter controls regularly to ensure that they are
optimized for the prevailing conditions.
o Adjust the manual clutter controls and use the automatic clutter controls regularly to ensure that
targets are not being masked by the sea or rain clutter, or by the anti-clutter feature.
o Ensure that the RADAR pulse length is optimized for the range scale in use; shorter pulse lengths for
lower ranges, longer pulse lengths for higher ranges. Remember that long pulse lengths have poor
range discrimination and may cause targets on the same bearing to merge if they are close to each
other.
o Check the magnetron current at regular intervals (at least once every 4 hours) and verify that the
values are within maker’s limits. Replace the magnetron when the indication of the current is not
within the specified limits or when the running hours are reaching makers limits.
o Record the running hours of each RADAR unit with remarks of a satisfactory performance or a list of
defects at least once every 4 hours at the RADAR log Book. Ensure that any maintenance or repair
on the RADARs is recorded in the RADAR Log Book, as to keep an appropriate historic data for each
unit.

Check the performance of the RADAR(s), when operational, according to maker’s instructions and keep
records at the RADAR Log Book, ideally:
• Prior departure, and
• At least once every 4 hours.

o Check the alignment of the heading marker with the master gyro periodically, applying any gyro
compass error to determine the true heading.
o Ensure that the heading marker is aligned with the ship’s fore and aft line by comparing the visual
and RADAR relative bearings or a small but distinct target at the edge of the range scale in use. Do
not attempt to align the heading marker with the berth while alongside.
o Frequently check the accuracy of the Electronic Bearing Line (EBL), Variable Range Marker (VRM)
and the bearing cursor.
o Turn off the heading marker and range rings regularly to ensure that they are not obscuring small
targets.
o Use parallel indexing techniques, whenever possible, to continuously compare the ship’s position to
the pre-planned track in conjunction with other position verification methods.
o RADAR ranges are more accurate than RADAR bearings. For accurate position verification, couple
RADAR ranges with visual bearings, whenever possible.
o Bear in mind that RADAR beamwidth distortion may stretch the ends of headlands and similar
features causing errors in RADAR bearings. The effect of beamwidth distortion may be reduced by
turning down the gain temporarily.
o Identify all RADAR targets prior to use for position verification.

Post plan views of RADAR blind or shadow sectors caused by masts or other obstructions near the RADARs
concerned and update following any structural changes.

o Check and familiarize yourself with the settings of all RADARs in use, when taking over the watch,
as they may have been changed by other operators.
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Switch off the RADAR or put it in stand-by mode while the ship is alongside and engaged in cargo
operations.

Note: Refer to Appendix VI, of this chapter, for detailed guidelines related to RADAR’s features and modes of display.
• When using the ARPA, consider the following:
o Review the operating manuals and be familiar with their capabilities and limitations.
o Use different vector and trail types when multiple ARPA are in operation, as a comprehensive display
of all information regarding traffic in the vicinity is readily available.
o Remember that the GPS speed is the ship’s SOG.
o Frequently check the compass heading, the positional feeds and the speed inputs as they may
produce inaccurate target true vector data, particularly when another ship is on or near a reciprocal
course. This may lead to an incorrect identification of the other ship’s true heading and the necessary
collision avoidance action.
o Bear in mind that the relative motion of a target, and therefore its CPA, TCPA and Bow Crossing
Range (BCR) should remain the same regardless of RADAR set-up, provided the ship and the target
maintain their course and speed.

For collision avoidance, the ARPA should be sea stabilized with a log input delivering the ship’s speed
through the water and the gyro the heading information. The resulting true vectors will provide a more
accurate indication of aspects of tracked targets. If speed through the water is set manually, check the
details regularly and update as necessary.

o Ensure that CPA, TCPA and BCR alarms are switched on and adjusted according to prevailing
navigational situation (see paragraph 3.1.1).

When guard zones or target acquisition areas are used, these features are no substitute for maintaining a
proper lookout by sight, hearing and all other available means to ensure the early detection of the ship.

o To obtain accurate target information, an ARPA will need to track it for at least 3 minutes.
o Select a vector length, appropriate to the prevailing circumstances and conditions.
o Be familiar with the use of ARPA trial function, and practice its use when the navigational situation
allows.

All managed ships must have at least 20 RADAR transfer plotting sheets available for use when required.

Note: Trial Maneuver is one of the ARPA features implemented in Advanced Tactical Display (ATD) system and is used
for collision avoidance. Trial Maneuver simulates the effect of the ship’s maneuver on all tracked targets with or without
time delay. While Trial Maneuver is switched ON, actual target tracking continues uninterrupted in the background.

The use of AIS data (vectors) on ARPA for collision avoidance purposes is strictly prohibited. The AIS uses
ground speed / course from GNSS (GPS), in addition the accuracy of information received is doubtful.
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3.1.1 Closest Point of Approach (CPA) / TCPA and Bow Crossing Range (BCR)
To ensure a sufficient safety distance for collision avoidance in case of any unforeseen situation such
as steering/engine failure, the Company has set the below minimum CPA / TCPA and BCR policy:

Condition CPA / TCPA BCR

Minimum CPA of 2 nm and TCPA
Open / Deep Sea Minimum 3 nm
greater than 15 min.
Minimum CPA of 1 nm and TCPA
Coastal / Shallow Waters Minimum 2 nm
greater than 15 min.
Lesser values only
Port Approaches / Channels / Lesser values only after Master’s
after Master’s
Fairways approval
approval

Note: Master: Increase the CPA / TCPA and BCR limits, according to prevailing conditions and your
judgement. Include any changes in Master’s Standing Orders or Daily Order Book.

OOW: Use accurate inputs of own ship’s heading and speed through the water to
determine the CPA of a target and any risk of collision. If the speed log is inoperative,
correct the available speed data manually over the ground for sea current and stream of
river water speed, regarding the ship’s movement, to represent the speed through the
water.

Master / OOW:
• Ensure ample clearance to other ships in vicinity, and maintain the minimum required
as per company’s policy.
• Initiate and complete the overtaking maneuver as quickly as possible.

3.1.2 Parallel Indexing (PI)

RADAR can be beneficial in monitoring the ship’s position through parallel indexing techniques. PI is
the most effective way of continuously monitoring a ship's progress in restricted waters, can be used
in any situation where a RADAR-conspicuous navigation mark is available and it is practicable to
monitor continuously the ship's position relative to such an object.
The PI technique must be used, in conjunction with a good visual lookout and other navigational aids
available, to provide the Master and the OOW with critical navigational information and the position of
the ship. The basic principle of PI Plotting can be applied to either:
• A stabilized relative motion display or
• A ground-stabilized true-motion display.
On a stabilized relative motion display the echo of a fixed object will move across the display in a
direction which is the exact reciprocal of the course made good by the ship at a speed commensurate
to its speed over the ground. A line drawn from the echo of the fixed object tangential to the variable
range marker circle set to the desired passing distance will indicate the forecast track of the echo as
own ship proceeds. If the bearing cursor is set parallel to this track it will indicate the course to make
good for own ship. Any displacement of the echo from the forecast track will indicate a departure of
own ship from the desired course over the ground.
On a ground-stabilized true-motion display, the echo of a fixed object will remain stationary on the
display and the origin of the display (own ship) will move along the course made good by the ship at a
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speed commensurate to its speed over the ground. A line should be drawn from the echo of the fixed
object tangential to the variable range marker circle set to the desired passing distance. If the electronic
bearing marker is set parallel to this line it will indicate the course to be made good by own ship over
the ground. Any departure of the ship’s course will be indicated by the drawn line not being tangential
to the variable range marker circle. (The variable range marker circle should move along the line like a
ball rolling along a straight edge).
Master / OOW:
• Practice the Parallel Indexing on the RADAR display, in clear weather during
straightforward passages, and become familiar with this technique before attempting it
in difficult passages, at night, or in restricted visibility.

PI is an aid to safe navigation and does not supersede the requirement for position fixing
at regular intervals using all methods available to the OOW.

• Check, when using the RADAR unit(s) for Parallel Indexing:

o The RADAR’s overall performance
o The identity of the fixed object(s)
o Gyro error and accuracy of the heading marker alignment
o Accuracy of the variable range marker, bearing cursor and fixed range rings
o On true motion that the display is correctly ground stabilized.
• Identify RADAR conspicuous marks:
o From previous experience of radar picture of the area
o Printed on ENCs
o By studying the likely objects on the chart bearing in mind shape, size, aspect
and material.
• Be aware of the dangers using the Parallel Indexing technic, such as:
o Pre-planned indexing range scales not coinciding with the RADAR range in use
o Center of pre-planned indexing not coinciding with the center of the PPI
(RADAR screen)
o The cardinal points marked on the pre-planned indexing not coinciding with the
PPI’s.
Note: Where the radar display is integrated with an ECDIS, parallel indexing allows the navigator to
monitor the ship's position relative to the planned course and the positional integrity of ECDIS.

3.1.3 Cross Index Range (CIR)

This is based on the lateral distance of the planned course from a selected object. Combined with PI,
it can provide a safe 'channel' when the ship needs to move from the charted course line.
OOW:
• Identify the hazards and mark the limiting danger lines and courses.
• Select a suitable charted object (radar conspicuous).
• Draw a line on the chart parallel to the planned course on the closest edge of the
selected object.
• Mark maximum margins of safety on either side, or on the side with adjacent dangers.
• Measure the perpendicular distance from the track to this line (this distance is the CIR).
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• Measure distances for the margins of safety.

• Consider that the margin of safety, port distance, is treated as a 'not less than' (NLT)
distance from the danger and margin of safety, starboard, as a 'not more than' (NMT)
distance from the Pl. Mark these 3 lines on the radar screen as index and margins of
safety lines.

3.1.4 RADAR / ARPA Checks and Tests

Conduct regular checks/tests for the Radar/ARPA proper operation, as per NAV02 (every watch),
NAV03 (daily) NAV04 (prior departure) and NAV12 (prior arrival).
Radars performance Test results to be recorded in Radar Log Book.
3.2 Steering Control Systems
C/E:
• Ensure the proper operation and maintenance of all machinery and controls related to steering control
systems, as per maker’s instructions and industry best practices.
• Ensure that the ship’s steering control systems are fully operational at all times.
Master:
• Ensure that all OOW are familiar with normal and emergency operation of steering control systems.
• Ensure that the steering control systems capability is commensurate with the prevailing weather and traffic
conditions.

Report immediately all identified problems which might result in degradation of steering systems (less
than optimum operation) to Marine Manager/ Senior Marine Superintendent.

OOW: Follow the maker’s instructions and the industry best practices (i.e., SOLAS Chapter V / Reg. 26 and 33
CFR §164.25) on operation and testing of the steering control systems.

3.2.1 Operation of Steering Control System

The steering control systems of the ship are consisted of manual steering and automatic pilot
(autopilot). The steering mode selector is used for changeover between manual and automatic steering.
In addition, a manual override control allows immediate manual control of steering.
In an emergency, steering control may require the use of additional power supplies (additional steering
gear pumps) and/or direct control of the steering in the steering compartment.

Note: Simple operating instructions with a block diagram showing the changeover procedures for
steering control systems and steering gear power units, and operating the emergency steering system
is always available on the bridge and the steering compartment.

On every steering position there is a gyro repeater and a rudder angle indicator.
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3.2.2 Manual Steering Mode

In manual mode the ship can be hand steered by using the Follow Up Helm or a Non-Follow Up
emergency tiller. When the Follow Up Helm (Hand Steering) mode is selected, the rudder follows the
helm. In order to bring the rudder to amidships the helm will have to be brought to amidships.
OOW: Select the hand steering mode appropriately and timely before approaching heavy traffic,
restricted waters or restricted visibility. Moreover, engage hand steering in following conditions:
• Heavy weather, river, canal, estuaries' and TSS transit
• Approaching to and departure from a port, terminal or anchorage
• Berthing, un-berthing and anchor handling operations
• When ship's maneuvering capability is restricted by shallow water or other hazards.
• Excessive ship’s course alterations (more than 10o)
• When the ship is running at slow speed (less than 6 knots).
• In case of emergency (i.e., power blackout or gyro failure).
• Once per watch to verify rudder response to helm orders.
• Whenever deemed necessary by Master or OOW.

Maintain hand steering until all navigational hazards (e.g., collision, grounding) are
passed.

In all above conditions, where navigation demands special caution, a second steering gear power unit
must be operating simultaneously. The duty engineer shall be advised in time, prior to the additional
steering gear power unit being engaged.
The Non-Follow Up (NFU) emergency tiller is activated by using the relevant steering mode selector.
The NFU mode is used in case of emergencies, when telemotor system fails. In that case, the NFU
tiller sends rudder setting directly to the direction control of solenoid valves.
The NFU tiller does not have any markings. While pressed, the rudder will continue turning and stop
the moment the tiller is released. To return the rudder to amidships, press the NFU tiller to opposite
side of the initial movement and keep pressed till the rudder is amidships.
This NFU mode involves one-way communication and there is no scope of receiving feedback from the
steering machinery to the bridge control.

3.2.3 Auto Pilot Mode

In auto pilot mode the steering system is synchronized with the Gyro Compass to steer manually
input courses, with reference to the gyro heading. The auto pilot steers the manually input course by
controlling the steering gear to turn the rudder in the required manner but cannot compensate for the
effects of wind and tidal-stream / current on the ship’s course over the ground (COG).
Use the auto pilot mode when the conditions for manual steering do not exist, usually at open seas.

The use of track steering mode, if available, is strictly prohibited.

Consider the following while operating auto pilot system onboard:

The Rudder Limit specifies the maximum degree of rudder the auto pilot is allowed to use for
correcting or for counteracting. This is set to suit the requirements related to ship’s maneuvering
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characteristics, available sea room, traffic condition, ship’s loading condition and prevailing weather
conditions. The rudder limit must never exceed the value of 20 degrees at ballast condition and 10
degrees when laden.
Rate of Turn (RoT) – when altering course, the rudder will move as needed to attain the required turn
rate without exceeding the set value. This control specifies the maximum degree of turn rate allowed,
related to ship’s maneuvering characteristics, the available sea room, traffic condition, ship’s loading
condition and prevailing weather conditions. The rate of turn limit must never exceed 10 degrees per
minute.
Speed – determines the effectiveness of the rudder. The use of auto pilot is prohibited when the ship
is maneuvering or steaming in low speeds, less than 6 knots.
The auto pilot system receives feeds of the ship’s speed either from the speed log or the GPS.
OOW:
• Check at intervals at least every 4 hours that the sensors are receiving the correct
speed values, otherwise any error will be reflected in the auto pilot system.
• Set the speed input manually, when the feeds from the sensors are not accurate.
Steering Gear Pumps pump hydraulic oil to actuate the steering gear unit (RAM) which in turn moves
the rudder in the required direction. The more pumps are running, the faster the rudder will move.
OOW:
• Be aware of the pumps and use them carefully.
• Rotate the steering gear pumps every month, to ensure uniform wear.
Weather Conditions (Yaw) – rough weather and hostile sea conditions hinder the autopilot’s
performance. Proper yaw control settings facilitate the ship’s course-keeping ability. In bad weather
with strong winds, higher values must be set compared to fair weather conditions.
Gyro Compass – the autopilot system is functionally dependent on the Gyro Compass. Any error or
fluctuation in the gyro heading will be reflected by an equivalent change in the course. Gyro failure
render the ship unable to steer the required course.

3.2.4 Change-Over from Manual Steering to Auto Pilot and Vice Versa
Master / OOW: To changeover from manual to auto pilot:
• Verify the ship is clear from any actual or potential hazard.
• Steer the set course and steady the ship’s heading on this course.
• Set this course on the auto pilot console.
• Ensure that the wheel is on amidships.
• Turn the mode selector switch from hand steering to auto pilot mode.
• Set the off-course alarm limit.
• Monitor the performance of auto pilot for some time.
• Record the date, the time and the position of the change-over to the Bridge Log Book.

OOW: You must be familiar with the proper method of changing over between different steering
modes. Typically, these will include:
• Auto pilot to hand steering
• Hand steering to NFU
• Hand steering to emergency steering.
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To change over from auto pilot to manual steering:

• Turn the mode selector switch from auto pilot to hand steering.
• Test the helm by swinging ship to port and starboard, in order to verify proper response.
• Provide steer orders to the helmsman.
• Record the date, the time and the position of the change-over to the Bridge Log Book.

OOW: Supervise any change of steering mode. Helmsmen must not changeover steering
mode, interfere with, or operate the steering mode controls unless supervised by the OOW.

3.2.5 Off-Course Alarm

The steering control system’s off-course alarm activates when the ship deviates from the set course by
a pre-decided limit. The Company has set the below maximum Off-Course alarm limits:

Condition Off-Course Alarm

Open / Deep Sea 20 degrees
Coastal / Shallow Waters 10 degrees
Port Approaches / Channels / Fairways 5 degrees

Note: Master: Further reduce the Off-Course Alarm limits, according to prevailing weather conditions,
traffic density, loading condition and your judgement. Include any change in your Standing Orders or
Daily Order Book.

Master / OOW:
• Check the alarm at least once per watch.
• Ensure the alarm is always activated when the auto pilot is operating.
• Verify that the alarm is integrated in the BNWAS.
• Be aware that the alarm may not always sound when the ship deviates from its planned
track. Deviations due to wind and tidal stream / currents may occur without change to
the heading.

The use of an autopilot and the off-course alarm does not relieve the OOW from frequently
checking that the planned course is safe and being maintained.

3.2.6 Emergency Steering

The steering control from the bridge may be lost when the remote-control operation of the steering
system fails. This can be due to sudden power failure, any electrical fault or the control system which
includes faulty tele-motor or servo motor which is used for transferring the signal from bridge to the
steering unit. To have the ship’s control in such emergency situation, the steering is performed manually
from the steering gear room.
To operate the emergency steering gear:
Master / OOW:
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• Set bridge control to manual.

• Establish communication with the steering gear room.
• Verify proper readings of the gyro compass repeater in the steering gear room.
• Keep records of the emergency steering gear use on Bridge Log Book.
C/E / C/O:
• Disconnect the auto pilot system. Switch off the tele-motors.
• Switch on the steering gear motor, supplied by the emergency power
• Switch the changeover pin from attachment with telemotor receiver and fit to hand gear.
• Operate the emergency steering gear system, either port or starboard.
• Verify the emergency rudder angle indicator is accurate, compared to the one on the
bridge.

Simple operating instructions with a block diagram showing the procedures for operating
the emergency steering system are always available on the bridge and the steering gear
compartment.

Note: Master: Carry out emergency Steering Drill as per company’s drill schedule (at least every 3
months). The drills must be carried out whilst the ship is underway and must include: (a) Steering from
the emergency steering position for at least twenty minutes, (b) The communication procedure with the
bridge, (c) The use of emergency power supplies and (d) An opportunity for engineering and Navigation
Officers to carry out the changeover to emergency steering mode.
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3.2.7 Auto Pilot Failure

3.2.8 Steering with Transmitting Magnetic Compass (TMC)

The TMC can provide magnetic compass heading outputs to other bridge systems, including steering
control units.
Correct the TMC outputs or variation and deviation and test the steering with TMC weekly.
Master / OOW: Take the following actions during TMC steering checks:
• Verify no navigational hazards or other ships are at ship’s close vicinity.
• Select the TMC input on Auto Pilot mode.
• Check that the course changes, until it stabilizes on the course indicated by the TMC.
• Alter the Auto Pilot course to steer setting to each side by 100 and observe the Auto
Pilot response.
• Bring the heading back to the original course and switch back to gyro input.
• Record the weekly test of TMC steering on Bridge Log Book.
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3.2.9 Steering Control Units and Power Units’ Tests

Conduct regular checks/tests for the Steering Gear proper operation, as per NAV02 “Taking over the
watch”, NAV03 “Checklist for daily tests and checks”, NAV04 “Preparation for departure
checklist”, NAV05 “Navigation in Coastal Waters”, NAV12 “Preparation for arrival” and NAV18
“Steering Gear Test checklist”.
The off-course alarm should be checked every watch, as per NAV02.
Emergency steering drills are carried out at least every 3 months, as per SOLAS Ch. V Reg. 26 and 33
CFR § 164.25, as per EMER11 “Steering Gear Failure” & CREW28 “Training/ Drills Schedule”.
Before entering or departing from the navigable waters of U.S (no more than 12 hours), the correct
operation of the primary and secondary steering gear is checked and visual inspection of the steering
gear and its connecting linkages is carried out, as per 33 CFR § 164.25, as per NAV04, NAV12 and
NAV18.
3.3 Automatic Identification System (AIS)

Carriage requirements for AIS are included in SOLAS Ch. V, Reg. 19.2.4. The AIS operates on a VHF frequency
and transmits and receives information automatically, in output power ranges between 2.0 and 12,5 Watt.
The AIS enhances the safety of life at sea by helping identify ships, assisting in target tracking, assisting in search
and rescue operations, simplifying information exchange (e.g., reduce verbal mandatory ship reporting) and
providing additional information to assist situation awareness.

AIS information may merely be used to assist in collision avoidance decision-making. It does not
replace, but supports, navigational systems such as RADAR target tracking. AIS is an aid to navigation
and should not be relied upon solely for collision avoidance.

3.3.1 AIS Information

The AIS information transmitted by a ship is of 3 different types:
• Static information, which is entered into the AIS on installation and need only be
changed if the ship changes its name, call sign, IMO number, length, beam, Maritime
Mobile Service Identity (MMSI), location of the electronic position fixing system (EPFS)
antenna, or undergoes a major conversion from one ship type to another.
• Dynamic information, which, apart from "Navigational status" information, is
automatically updated from the ship sensors connected to AIS (including position,
course, speed, heading, RoT, etc.).
• Voyage-related information, which might need to be manually entered and updated
during the voyage.
OOW: Update, when necessary, after Master’s approval:
• Navigational status
• Ship’s draft
• Number of persons onboard
• Destination and ETA
• Route plan (waypoints), at Master’s discretion.

Note: It is recommended to use the United Nations Code for Trade and Transport Locations
(UN/LOCODE) for the entry of the port of destination.
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3.3.2 AIS Short Safety-Related Messages

The AIS unit has the ability to transmit or receive, to or from, either a specific destination (MMSI) or all
ships in the area, a short safety message of fixed or free format. The content of this message must be
relevant to the safety of navigation and as short as possible (up to 158 characters).
Short safety-related messages are only an additional means of broadcasting maritime safety
information and do not remove any of the requirements of the GMDSS.
The AIS short messages application may be used by the Master, in addition to VHF communication,
for reporting to other ships in area navigational hazards (dangerous ice, dangerous derelict, any other
direct danger to navigation) that may be encountered, as per SOLAS Ch. V Reg. 31.

3.3.3 AIS Limitations During Cargo Operations

OOW:
1. When alongside a terminal or port area where hydrocarbon gases are likely to be
present:
• Switch off the AIS or isolate the AIS aerial and the AIS given a dummy load.
Record this action in the Bridge Log Book.
• Inform the port authorities. Make a note in form CBO 001 “Ship-Shore Safety
Checklist”.

The use of AIS equipment may affect the security of the tanker or the terminal at which it
is berth, therefore its use may be determined by the port authority, depending on the
security level in the port.

2. When alongside a terminal or port area where no hydrocarbon gases are likely to be
present.
• Switch the AIS to low power, if available, and record this action in the Bridge
Log Book.
• Inform the port authorities. Make a note in form CBO01 “Ship-Shore Safety
Checklist”.

Note: When the AIS is set to low power typically transmit at 2,0 Watt.

3. When at a Single Point Mooring (SPM) or a Multi Buoy Mooring (MBM).

• Agree on the AIS status with the terminal’s representative. Make an entry in
the Bridge Log Book.
• Note the agreed AIS status in form CBO01 “Ship-Shore Safety Checklist”.

Reactivate the AIS on leaving the berth if it was switched off or isolated.

3.3.4 Inherent AIS Limitations

OOW: Be aware that:
• Other ships, particularly leisure crafts, fishing boats and warships, and some
coastal shore stations including VTS centers, might not be fitted with AIS.
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• Other ships fitted with AIS might switch off their AIS under certain
circumstances.
• The information given by AIS may not provide a complete picture of the ship’s
surroundings.
• Transmission of erroneous information jeopardizes the ship and other ships.
• The accuracy of AIS information received depends on the accuracy of the AIS
information transmitted.

The AIS is using ground speed / course received from position GNSS, so it can be used
for collision avoidance.

• Poorly configured or calibrated ship sensors (position, speed and heading

sensors) might lead to incorrect information being transmitted. Incorrect
information about one ship displayed on the bridge of another could be
dangerously confusing.
• If no sensor is installed or if the sensor (e.g., the gyro) fails to provide data,
the AIS automatically transmits the "not available" data value. However, the
built-in integrity check cannot validate the contents of the data processed by
the AIS.
• Assume that the information received from other ships is of comparable
quality and accuracy to information available on own ship.

The use of AIS is not intended to have any special impact on the composition of the
navigational watch.

3.3.5 Activation and Deactivation of AIS Unit

Master:
• Ensure that AIS is always operating while underway, adrift or at anchor.
• Switch off the AIS when its continual operation may compromise the safety or security
of the ship. Report this action and the reasons justifying it, to competent authority, when
operating in a mandatory ship reporting system.
• Record in the Bridge Log Book the date, time and position of AIS deactivation, and the
reasons justifying it.
• Restart the AIS when the source of danger disappears.

AIS can assist in the identification of targets, by name or call sign and by ship type and
navigational status.

3.3.6 Periodic Checks and Performance Tests

Conduct regular checks/tests for the AIS proper operation, as per NAV02 (every watch), NAV03 (daily)
and NAV04 (prior departure).

A monthly inspection program has been established according to maker’s instructions. Records of the
AIS maintenance program are included in the PMS.
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When restarting the AIS after deactivation, the AIS proper operation and accuracy of information being
transmitted should be checked and recorded in Bridge Log Book.

The AIS should be subject to an annual test, as per SOLAS Ch. V Reg. 18.9 by an approved surveyor
or testing or servicing facility. The test shall verify the correct programming of ship static information,
correct data exchange with connected sensors and the radio performance by radio frequency
measurement and on-air test using, e.g., a Ship Traffic Service (VTS). Respective AIS Test Report
should be issued and safely kept onboard.

3.4 Bridge Navigational Watch Alarm System (BNWAS)

The purpose of a BNWAS is to monitor bridge activity and detect operator disability. The system monitors the
awareness of the OOW and automatically alerts the Master or another qualified OOW if for any reason the OOW
becomes incapable of performing his duties, through a series of indications and alarms. Additionally, the BNWAS
may provide the OOW with a means of calling for immediate assistance if required.

The BNWAS must always operate when underway, adrift or at anchor.

3.4.1 Operational Sequence of Indications and Alarms

Master: Activate (when all clear from berth) and deactivate (when all fast at berth) the BNWAS. Once
operational, the alarm system will remain dormant for a period of 12 minutes.
Alarm Stage 1 – At the end of the 12-minute dormant period, the alarm system will initiate a visual
indication (caution) on the bridge. If not reset, the BNWAS will additionally sound an audible alarm on
the bridge 15 seconds after the initiation of the visual indication.
Alarm Stage 2 – If not reset during alarm stage 1, the BNWAS will additionally sound a remote audible
alarm in the back-up officers and/or Master’s location (as selected by the Master) 15 seconds after the
stage 1 audible alarm initiation.
Alarm Stage 3 – If not reset during alarm stage 2, the BNWAS will additionally sound a remote audible
alarm at the locations of further crew members (as selected by the Master) capable of taking corrective
actions, 90 seconds after the initiation of the stage 2 audible alarm.

Note: Means of activating the reset function are available in positions on the bridge giving proper look
out and adjacent to visual indications.

The means of selecting the Operational Mode (Manual On / Manual Off) and the duration of
the Dormant Period (Td) should be protected either by security password or function key
(depending on the BNWAS unit), so that access to these controls is restricted to the
Master.

Emergency Call – The BNWAS is provided with a facility to immediately activate the second and the
third stage of audible alarms when OOW needs immediate assistance.

The BNWAS must be always on MANUAL mode.

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3.4.2 Periodic Checks and Performance Tests

Conduct regular checks/tests for the BNWAS proper operation, as per NAV02 (every watch) and
NAV04 (prior departure).

Note: The BNWAS is powered from the ship’s main power supply. The malfunction indication, and all
elements of the Emergency Call facility are powered from a battery-maintained supply.
3.5 Global Navigation Satellite System (GNSS)
All ships are required to be fitted with a GNSS receiver which is a satellite-based system that provides continuous
worldwide position, time and speed (over the ground) information. The GNSS receivers onboard are using the
GPS operated by USA.
GNSS generally have a base accuracy of 15-25 meters. Differential GNSS receivers offer greater navigational
accuracy by applying corrections received from ground-based reference stations.

3.5.1 Geodetic Datum

The ENC position data is referenced to WGS84 horizontal datum. The same horizontal datum must be
used by the onboard GNSS receivers.
OOW: Ensure that the horizontal datum for use in GNSS receivers is WGS84.

There are many ENCs converted from pre-existing paper charts datum to WGS84. In most
cases, navigation is minimally affected by datum shift; however, in cases where the
positional error in considerable, due to the cell being developed from hydrographic data
with an unknown datum.

3.5.2 GNSS Associated Errors and Alarms

The performance of GNSS is assessed based on:
• Accuracy: the difference between a receiver’s measured and real position, speed or
time.
• Integrity: a system’s capacity to provide a threshold of confidence and, in the event of
an anomaly in the positioning data, an alarm.
• Continuity: a system’s ability to function uninterrupted.
• Availability: how often a signal fulfils the above accuracy, integrity and continuity
criteria.

Master / OOW: Post the GNSS antenna offset data next to the relevant GNSS receiver. Verify
the settings at least once per watch.

Note: The antenna offset data contains the horizontal distance (X) from reference position to the
antenna position, the forward distance (Y) from reference position to the antenna position and the
height (Z) from ship bottom to the antenna unit.

Some common GNSS errors are:

Dilution of Precision error (DOP) - DOP values highly depend on the number of available satellites
and their position in the celestial dome. If the number of tracked satellites increases, then the quality
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precision of the obtained position usually improves, and so the DOP values will decrease giving a better
resolution and narrower error.

DOP Value Rating Description

<1 Ideal Highest possible confidence level
1-2 Excellent Accurate enough to meet all but the most sensitive
applications
2-5 Good Represents the minimum appropriate for making
decisions
5 - 10 Moderate Positional measurements could be used for
calculations, but fix quality could still be improved
10 - 20 Fair Low confidence level, positional measurements should
be discarded or used only to indicate very rough
estimation
>20 Poor At this level, measurements are inaccurate by as much
as 300 m. Positional measurements should be
discarded

Receivers Autonomous Integrity Monitoring (RAIM) is a diagnostic function which tests the
accuracy of GPS signal. To use the RAIM function the OOW has to enter the range (from own ship in
meters) for which the position confidence is required (e.g., 100 m). The receiver estimates position
confidence using range value and detected satellite error, and displays the results as one of 3 levels of
position confidence. The 3 levels are as follows:

Level Description
Safe GNSS signal is normal. The positional accuracy satisfies the setting value
RAIM accuracy cannot be calculated. The positional accuracy does not satisfy the
Caution
setting value
Unsafe GNSS signal is abnormal, therefore the positional accuracy is not reliable

GNSS Jamming and Spoofing – Jamming is usually caused by interference to the signals at GNSS
frequencies, while spoofing attack attempts to deceive a GNSS receiver by broadcasting incorrect
GNSS signals, structured to resemble a set of normal GNSS signals, or by rebroadcasting genuine
signals captured elsewhere or at a different time.
Multi Path error - Multipath interference occurs when the GNSS receives reflected signals in addition
to the direct LOS signal. These interference signals (noise signals) are generally reflected from the
ground, and the ship structure.
The signal-to-noise ratio (SNR) is the ratio of the signal to noise power and is routinely measured by
GNSS receivers to indicate the signal strength of the received satellite signal and the noise density
(i.e., the antenna and receiver noise temperature). To extract the information safely from the signal,
the useful signal must stand out clearly from background noise, so the SNR must be sufficiently large.
A ratio of more than 1:1 (more than 0 dB) indicates more signal than noise.

Master / OOW: Be ready to identify the errors of the GNSS receiver. Consult the GNSS maker’s
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manual, when necessary.

3.5.3 GNSS Receiver (Single or Multiple) Failure

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3.5.4 Frequency of Position Fixing when GNSS Receiver(s) Fails

OOW: When the GNSS receivers cannot provide accurate position fixing, use other methods in
intervals specified below.
Position Fixing Intervals
Navigation Area Intervals Methods
• Celestial observation
Open Waters At least every 2 hours
• DR or EP
• Celestial observation
• DR and EP
Coastal Waters At least every 30 minutes • RIO and PI
• Visual/RADAR observations
• Echo Sounder use
• DR and EP
• RIO and PI
Confined / Pilotage Waters At least every 12 minutes
• Visual/RADAR observations
• Echo Sounder use

Master: Modify or augment the critical point settings, considering factors such as ship speed, proximity
to navigational hazards, available sea-room, traffic concentration, geographical limitations,
environmental conditions and maneuverability.

Post the GNSS receivers’ inter-switch arrangement close to the GNSS units.

3.5.5 Periodic Checks and Performance Tests

Conduct regular checks/tests for the GNSS/GPS proper operation, as per NAV02 (every watch),
NAV04 (prior departure) and NAV05 ((Navigation in Coastal Waters).

3.6 Echo Sounder

An Echo Sounder is a type of SONAR (Sound Navigation and Ranging) device used to determine the depth of
water (UKC). Its working principle is transmitting sound waves from ship’s bottom and measuring the time until
the echo returns from seabed.

3.6.1 Echo Sounder Operation

OOW:
• Keep the echo sounder always operating while underway, adrift or at anchor.
• Verify proper operation of the echo sounder system at least once per watch.
• Adjust the echo sounder’s range scales according to the sea depth.
• Switch on the echo sounder’s recording device when:
o The charted sea depth is twice than ship’s maximum static draft
o Making landfall
o On coastal and restricted / pilotage waters
o The charted depths are questionable
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o At anchor
o At Master’s discretion.
• Record the date/time in UTC and ship’s position on the recording paper when switching
on or off the echo sounder’s recording device. Make a relevant entry in Bridge Log
Book.

Note: Newer recorders have a digital recording system that needs to be saved or exported at the end
of the voyage. In this case, save the data on a dedicated USB (ensuring that cyber security policies are
followed), name the file (saved data) with the voyage number, ship’s condition and intended voyage
(i.e., 032B – Piraeus to Rotterdam) and keep the saved data in a folder in Master’s PC, under the name
Echo Sounder Printouts, for 1 year or until the end of voyage, whichever is greater.

• Ensure that the units of soundings on echo sounder are the same as on the ENC used.
• Compare the depth readings on the echo sounder with those on ENCs to ensure
accuracy of the readings shown. When comparing echo sounder and ENC soundings,
consider the ship’s draft, any depth readings offset (i.e., CATZOC uncertainty) and the
height of tide.
• Be familiar with the echosounder transducer location. If multiple transducers are
available for use, then select:

Moving Forward At anchor

Transducer Trim by Trim by Moving Aft or
Even Keel alongside
stern head
Forward     
Aft     

• Be familiar with the control settings on the echo sounder; inappropriate adjustments
may lead to incorrect depth read-out due to errors in the data obtained or system’s
failure.

Never underestimate the importance of echo sounder. It can alert the OOW to a changing
and potentially dangerous reduction in UKC.

3.6.2 Depth Alarm

The echo sounder unit is fitted with a depth alarm; the alarm must be set to an appropriate safe depth
to warn of approaching shallow water.

Thus, the depth alarm must be set in excess of the established minimum UKC, in order the OOW
to be timely warned about proceeding in shallow waters. Relevant configuration should be carried out
before departure and re-adjusted, as being necessary, until arrival.

OOW:
• Ensure that depth alarm settings are in accordance with the passage plan.
• Change the settings as required on the legs of the passage.
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• Ensure that the depth alarm is providing a warning when reaching the set values. Test
the alarm function, at least once per watch when possible.

3.6.3 Position Verification with the Use of Echo Sounder

The echo sounder cannot be used for position fixing but it can be used to confirm the known position
of the ship. The echo sounder readings can provide a good means of obtaining a position line, checking
a fix or estimating position.

Note: For further guidelines refer to ECDIS Procedures Manual paragraph 14.1.7

3.6.4 Periodic Checks and Performance Tests

Conduct regular checks/tests for the echo sounder proper operation, as per NAV02 (every watch),
NAV03 (daily), NAV04 (prior departure), NAV05 (Before entering coastal or shallow waters) and
NAV12 (prior arrival).

The performance of the echo sounder should be tested on a monthly basis on all ranges and scales in
order to verify recordings against depths shown on the chart. Findings shall be recorded on the Bridge
Log Book.

3.7 Speed and Distance Measuring Device (Speed Log)

All ships more than 300 GT shall be fitted with a speed and distance measuring device indicating speed and
distance through the water. The speed log determines the ship’s speed and records the distance travelled.

3.7.1 Speed Log Operation

OOW: Ensure accuracy of speed output to remote displays and navigational equipment such as ARPA,
AIS and ECDIS. Compare the speed log outputs with other speed data and checks on the distance
travelled.

Note: Accuracy may be reduced under rough weather, improper location of sensor or depth under the
keel less than 3 m.

• Select the appropriate type of speed.

Use Speed Through the Water (STW) must be used for collision avoidance. Use Speed over
the Ground (SOG) for navigation, distance measurement, assessing fuel usage etc.

• Know the transducer’s location and prevent it being damaged (e.g., during drydocking).
• Be aware of the accuracy limits of the speed log, particularly when navigating in areas
with reduced UKC, as the log outputs may not reflect the actual values.

The speed log can be:

• Single axis log providing the ahead and astern speed in knots
• Dual axis log providing in addition to the ahead and astern speed, information on
the lateral motion of the bow and stern in knots. An arrow indicates the direction of
the movement.
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3.7.2 Speed Through the Water Calculation

Currents do not effect log speed (speed through the water). In normal wind force, speed through the
water is very close to the engine speed, which is calculated by propeller distance divided by time.
Propeller distance is obtained by multiplying total revolution to a con stant proportional to the propeller’s
pitch. Therefore:

Speed Through the Water (STW) = (Total Revolution x Constant) / Time

If engine speed differs from the speed through the water, either the speed log is erratic, or the hull is
foul with considerable marine growth.
OOW: Use the above formula to calculate the STW when the doppler output is erratic. Enter manually
the value of calculated STW on the ARPA, ECDIS or AIS if requested.

3.7.3 Periodic Checks and Performance Tests

Conduct regular checks/tests for the speed log proper operation, as per NAV02 (every watch), NAV04
(prior departure), NAV05 (Before entering coastal or shallow waters) and NAV12 (prior arrival).

3.8 Navigation Lights and Shapes

3.8.1 Navigation Lights

Navigation lights are the following:
• Masthead light, sidelights, stern light, towing light, all-round light, flashing light as
defined in Rule 21 of COLREGs.
• All-round flashing yellow light required for air-cushion ships by Rule 23 of COLREGs.
• Maneuvering light required by Rule 34(b) of COLREGs.
Switch on the nav. lights at departure from berth and change them whenever the ship's navigation
status changes, such as when going from underway to anchor or when alongside at a berth.

Record the date and time of switching on and off the navigational lights in the Bridge Log
Book.

OOW: Ensure:
• The correct navigational status, as defined in the COLREGs, is indicated by the
navigation lights at all times.
• The primary and secondary navigational lights are fully operational. Check their
operational status at least once per watch.
• The primary and secondary power supplies to navigational light controller are
operational.
• The power failure alarm is operational.

Only use lamps specified by the maker in each particular navigation light to ensure
navigation light’s performance.
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• Avoid using deck lights on the structure of ship during hours of darkness, as they may
interfere with be mistaken for any other light signal prescribed by the COLREGs.
• Have sufficient spare lamps for navigation lights, conforming the navigational light
maker’s specification, onboard.
• Procedure for testing the navigation light and navigation light controller failure
alarm is posted on the bridge, close to the navigational lights control panel.

Maintain an inventory of spare lamps readily available, containing at least the

number of the spare lamps, the intended use, the size, focal plane, luminosity and
wattage or type. Have at least 3 spare lamps for each navigation available at all
times.

3.8.2 Special Requirements for Lights using LEDs

The luminous intensity of LEDs gradually decreases while the electricity consumption remains
unchanged. The rate of decrease of luminous intensity depends on the output and temperatures of
LEDs. To prevent reduction of luminous intensity, only use LEDs within the lifespan specified by the
maker based on appropriate test results under various temperature conditions and on the temperature
condition of LEDs during operation.
OOW: Record in an inventory when the LEDs were put into operation, their luminous intensity, their
lifespan and the date of their replacement, in accordance with maker’s instructions. Keep this
inventory posted close to the Navigational Lamps panel and updated upon any change.

3.8.3 Navigation Shapes

Navigation shapes are mast head signals visually indicating the status of a ship to other ships on
navigable waters during daylight hours whether making-way, anchored, or aground. The 3 basic
shapes are 3 balls, one cylinder and one diamond.
OOW: Ensure that:
• The correct navigational status is indicated by the navigation shapes at all times, when
necessary, during daylight, in compliance with COLREGs definitions of navigation
status.

Record the date and time of hoisting and lowering the navigational shapes, when necessary,
in the Bridge Log Book.

• Navigational shapes are in good condition ready for immediate use when requested.

3.8.4 Periodic Checks and Performance Tests

Conduct regular checks/tests for the Navigating Shapes and Lights proper operation, as per NAV02
(every watch), NAV03 (daily), NAV04 (prior departure) and NAV12 (prior arrival).
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3.9 NAVTEX and SafetyNET

Two principal methods are used for broadcasting maritime safety information (MSI – means navigational and
meteorological warnings, meteorological forecasts and other urgent safety messages broadcast to ships) in
accordance with SOLAS, in the areas covered by the following separate methods:
• NAVTEX, broadcasts to coastal waters; and
• SafetyNET, broadcasts which cover all the waters of the globe except for Sea Area A4.

Note: In sea area A4, outside of the coverage of NAVTEX, the MSI is received using HF NBDP.

3.9.1 NAVTEX
NAVTEX is used for the coordinated broadcast and automatic reception on 518 kHz of MSI through
narrow-band direct-printing telegraphy in the English language.
The system provides weather, NAVAREA and coastal navigational warnings relevant to ships within
specified coastal areas. The range is generally 300 to 400 nm.

NAVTEX must always be operating, to prevent loss of vital information.

3.9.2 NAVTEX Frequencies

Broadcasts of local MSI by land stations operating in the NAVTEX service are made on the (MF)
frequency of 518 kHz. A second NAVTEX (MF) frequency of 490 kHz is available for national language
broadcast. The (HF) frequency of 4209.5 kHz is also allocated for national NAVTEX transmissions.
There is also provision for transmissions on other nationally assigned frequencies for national
transmissions, which may also be in a different language. Some of these are on 424 kHz (refer to ALRS
for details).

3.9.3 NAVTEX Indicator Characters

Each class of NAVTEX message carries a different subject indicator. Navigational warnings,
meteorological warnings, and search and rescue information cannot be rejected. Subject indicator
characters used in the NAVTEX system are:

Indicator Subject Indicator Subject

A Navigational warnings H LORAN messages
B Meteorological warnings I Spare
C Ice reports J GNSS messages
D Search and rescue information, K Other electronic aids to
and pirate attack warnings navigation messages
E L Navigational warnings -
Meteorological forecasts
additional to A
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Indicator Subject Indicator Subject

F V, W, X, Y Special services – allocation
Pilot service messages
by the NAVTEX panel
G AIS Z No messages on hand

Subject indicators A, B, D and L cannot be rejected by the receiver and will always be printed.
OOW: Program the NAVTEX receiver to reject certain classes of messages that are not required.

3.9.4 NAVTEX Messages

In general, each NAVTEX station in an area is allocated a designated 10 minutes period every 4 hours
to make its broadcasts. Details of NAVTEX stations and their allocated broadcasting times may be
found in the List of Coast Stations and Special Service Stations published by ITU or the ALRS.
Generally, NAVTEX information is broadcast in the English language.
NAVTEX messages are given priorities of VITAL, IMPORTANT and ROUTINE.
VITAL - Transmitted on receipt (subject to not causing interference to other stations).
IMPORTANT - Next available time slot.
ROUTINE - At the normal allocated time slot.
Messages numbered 01 to 99 if previously received without too many errors will not be reprinted. SAR
messages will have the number 00 and always be reprinted whether received previously or not. Most
NAVTEX receivers also delete any messages between 60 and 72 hours old.

Format of NAVTEX Message

Messages are received in printed form on a paper roll and/or displayed electronically with local storage.

Keep a minimum of 12 spare paper rolls and 3 ink or thermal cartridges onboard if the
NAVTEX receiver requires it.
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3.9.5 NAVTEX Station Identification

Coast stations transmitting NAVTEX messages are assigned a single alphabetical letter identification
code (called a B1 character or transmitter identification character), based on the ALRS Volume 5,
Figure X.
OOW: Set the NAVTEX receiver on manual or auto selection mode. If on manual mode, select or reject
individual stations by their identification code letter, according to ship’s location and planned route.
Review the passage plan form accordingly.

ALRS Volume 5, Figure X.

Note: For handling NAVTEX messages, see paragraph 12.6 of ECDIS Procedures Manual.

3.9.6 SafetyNET
SafetyNET is the international service for the broadcast and automatic reception of MSI via the Inmarsat
EGC system. SafetyNET receiving capability is required for certain ships by SOLAS. The system
provides long range weather warnings along with NAVAREA navigational warnings as part of the
World-Wide Navigational Warning Service (WWNWS).
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3.9.7 INMARSAT System / EGC

EGC provides broadcast of information to selected ships in an ocean region. All managed ships carry
an EGC facility for the reception of MSI through the Inmarsat system. EGC capability is usually
incorporated into Inmarsat–C equipment only.

Basic concept of the Inmarsat Enhanced Group Call system

EGC messages are available via SafetyNET and FleetNET.

SafetyNET broadcasts shore-to-ship maritime safety information (MSI), including navigational
(NAVAREA) and weather (METAREA) warnings and Shore-to-ship Distress Alert Relays, search and
rescue communications and other urgent information.
FleetNET allows registered information providers to broadcast messages to selected groups of ships.
The selected ships may belong to a particular fleet or flag, or be a registered subscriber to a commercial
service.

On ships where duplication of Inmarsat-C terminals is provided, one terminal should be

dedicated to the task of EGC reception. This will not affect a terminal’s capacity to transmit
a distress alert.

1. Broadcast of EGC Messages

An EGC message, on SafetyNET, is broadcast and received by all stations in an entire ocean region
which have their EGC facility tuned to the Network Coordination Station common channel. However,
the message is only accepted by EGC receivers in the geographical area selected by the OOW, or
those programmed to accept that particular type of EGC message. All other EGC receivers reject the
message.

Failure to update the EGC facility with ship’s position within 12 hours will result in the EGC
receiver accepting all maritime safety information for the entire ocean region, regardless of
the ship’s position.
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OOW:
• Ensure that the Inmarsat-C is logged-in, in the desired Ocean Region.
• Select or reject the NAVAREAs on the Inmarsat-C system, according to ship’s location
and planned route. Review the passage plan form accordingly.
• Ensure that the EGC facility is continuously provided with correct position information.
If not, update the EGC facility must be manually at periods not exceeding 4 hours.

Keep a minimum of 12 spare paper rolls and 3 ink or thermal cartridges onboard for
INMARSAT printer.

2. NAVAREAs
Under the WWNWS the world's oceans are divided into 16 geographical sea areas, called NAVAREAs
(NAVigational AREAs) which are identified by Roman numerals and comprises NAVTEX CRS identified
by a single letter of the alphabet from A to Z.

NAVAREA Coordinator NAVAREA Coordinator

I United Kingdom IX Pakistan
II France X Australia
III Spain XI Japan
IV United States of America XII United states of America
V Brazil XIII Russia
VI Argentina XIV New Zealand
VII South Africa XV Chile
VIII India XVI Peru
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NAVAREA limits of the WWNWS

3. Reception of shore-to-ship Distress Alert Relays

The EGC facility increases probability of receipt of a shore-to-ship Distress Alert Relay from a RCC.
Receipt of such messages, or any EGC message encoded with a distress or urgent classification by
the information provider, will be marked by visual and audible alarms to notify the OOW. These alarms
are not self–cancelling and must be reset manually.

OOW: Inform Master immediately upon receipt of a distress alert relay message in the ship’s
100 nautical mile vicinity.

Note: For handling SafetyNET messages, refer to paragraph 12.6 of the ECDIS Manual.

3.9.8 Periodic Checks and Performance Tests

Conduct regular checks/tests for the NAVTEX and SafetyNET proper operation, as per NAV02 (every
watch) and NAV04 (prior departure).
NAVTEX and Inmarsat-C equipment Self-test, including printer’s test is carried out daily and recorded
in the GMDSS Log Book.

NAVTEX and Inmarsat-C equipment Diagnostic test / Loop test is carried out weekly and recorded in
the GMDSS Log Book.
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3.10 Voyage Data Recorder (VDR)

The VDR stores, in a secure and retrievable form, of information concerning the position, movement, physical
status, command and control of a ship over the period leading up to and following an incident having an impact
thereon. Information in a VDR should be made available to both the Administration and the Company to identify
the cause(s) of an incident.

VDR recordings must be continuous.

3.10.1 Components of VDR

The VDR is comprised of:
• The Data Collection Unit (DCU), fitted on the bridge, that pulls in data from all the
integrated sources.

The keys for DCU cabinet locker must always be in Master’s possession, in a dedicated
position in the key locker at Master’s cabin.

• The Data Recording Unit (DRU), fitted on the compass bridge deck, that stores all of
the data recorded via the unit within the wheelhouse. The DRU components are
enclosed in the protective capsule, which ensures survival and recovery of the
recorded data after an incident (e.g., collision, grounding etc.).
• Microphones recording bridge audio.
• Alarm panel.

If the ship's source of electrical power supply fails, the VDR should continue to record Bridge
Audio (at DCU) from batteries supply power for 2 hours

3.10.2 Data Items to be Recorded

The VDR records the following:
• Date and Time, referenced to UTC, obtained from GNSS
• Ship’s position, latitude and longitude, derived from GNSS
• Speed through the water and speed over the ground, including an indication from ship’s
speed and distance measuring equipment
• Heading as indicated by the ship's heading source
• Bridge Audio, microphones positioned on the bridge covering all work stations
• Communication Audio, VHF communications relating to ship operations
• RADAR, the electronic signals of the main displays of both ship's radar installations
• Main Alarms, as received from the BNWAS
• ECDIS, the electronic signals of the ECDIS display in use at the time as the primary
means of navigation
• Echo Sounder, depth information, including where available, depth under keel, the
depth
scale currently being displayed
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• Rudder Order and Response

• Engine and Thruster Order and Response
• Hull Openings Status
• Watertight and Fire Door Status
• Accelerations and Hull Stresses (if fitted)
• Wind Speed and Direction
• AIS
• Rolling Motion (if electronic inclinometer installed)
• Configuration Data
• Electronic Log Book.

If the VDR unit was installed before July 01st 2014, the time which all stored data are retained
should be at least 12 hours. For VDR units installed after July 01st 2014, minimum 720 hours
before data being overwritten.

3.10.3 VDR Data Save and Recovery

VDR information must be recovered as soon as possible after an accident to preserve the relevant
evidence.
Master / OOW:
• Be familiar with saving and recovering the VDR data on your ship.

Master: Preserve VDR data when abandoning ship, where time and other responsibilities
permit.

• Identify equipment connected to VDR.

• Ensure that the instructions for saving and preserving VDR data are correct and
accurate.
• Know when you should save VDR data.
• Practice saving and recovering of VDR during the drills.

Master:
• Post instructions for saving and preserving data near the VDR controls.
• Saving and recovering VDR data is part of the emergency procedures.

• Follow proper chain of custody protocol when sending saved data and storage devices.

The Company owns the VDR and its information. However, in the event of an incident the
Company should make available and maintain all decoding instructions necessary to
recover the recorded information.

3.10.4 Proactive Use of VDR Data

The Company analyzes VDR data across managed ships regular intervals to identify areas for
improvement and examples of best practice.
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Further benefits of regular reviews are:

• Appraisal and enhancement of bridge procedures and operational safety.
• Identification of training needs and reinforcement of good practices.
• Assistance in internal investigations, identification of ‘lessons learnt’ and assessment
of company policies and procedures.
• Confirmation of recording of a complete set of input data.
Gaps identified are shared across the fleet to prevent recurrence.

3.10.5 Remote Navigational Assessment using VDR

The Company uses VDR data analysis to conduct remote assessments of navigational practices across
the managed ships (see CP07) with a view to further enhancing safe navigation and identifying training
needs.

3.10.6 Periodic Checks and Performance Tests

Conduct regular checks/tests for the VDR proper operation, NAV03 (daily), NAV04 (prior departure),
NAV05 (Before entering coastal or shallow waters) and NAV12 (prior arrival).
The VDR system, including all sensors, shall be subjected to an annual performance test as per SOLAS
Ch. V Reg.18.8 by an approved testing or servicing facility to verify the accuracy, duration and
recoverability of the recorded data. In addition, tests and inspections shall be conducted to determine
the serviceability of all protective enclosures and devices fitted to aid location. A compliance VDR
certificate is issued by the testing facility, stating the date of compliance and the applicable performance
standards.
The VDR system is inspected by an approved testing or servicing facility, as per maker’s instructions
after:
• Any upgrade, maintenance or repair of VDR itself
• Any upgrade, maintenance or repair of navigational or communication equipment providing data
feeds
Respective Service Report is issued.
3.11 Magnetic and Gyro Compasses

3.11.1 Magnetic Compass

SOLAS Ch. V, Reg. 19 requires all ships to carry a properly adjusted standard magnetic compass, or
other means, independent of any power supply, to determine the ship’s heading and display the reading
at the main steering position. A spare magnetic compass, interchangeable with the standard compass
is required, except if a steering compass or a gyro compass is fitted.
Magnetic Compass is designed to seek a certain direction in azimuth and to hold it permanently. Its
directional properties depend upon the magnetism of the earth.
Standard Compass is a magnetic compass used for navigation, mounted in a suitable binnacle
containing the required correcting devices and equipped with a suitable azimuth reading device.
Steering Compass is a magnetic compass used for steering purposes mounted in a suitable binnacle
containing the required correcting devices.
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Transmitting Magnetic Compass (TMC) is used to take an electronic reading from a magnetic
compass, to then be used as an input to other equipment, such as an autopilot, or remotely on a suitable
display unit. (see paragraph 3.2.8)

1. When the Magnetic Compass Must be Adjusted

All magnetic compasses must be swung and adjusted:
• At least every 2 years
• After dry docking
• After significant structural work.
Magnetic compasses must be adjusted when:
• First installed
• Becoming unreliable (e.g., after accidents), showing excessive deviation or physical
defects.
• Repairs or structural alterations are made to the ship that could affect its permanent or
induced magnetism.
• Electrical or magnetic equipment close to the compass is installed, removed or altered
• A year after last adjusted, if required records of compass deviations have not been
maintained.

Observed accuracies, on any heading, must be within 5o of the residual deviation table or
curve for safe navigation.

• When the Master deems necessary.

2. Compass Adjustments and Repairs

All compass adjustments, including those using remote services, must be carried out by a qualified
compass adjuster. If none are available, the Master may carry out this work in an emergency, provided
that the adjuster will board the ship at first opportunity.

• Prepare a compass deviation card each time the compass is adjusted.

• Prepare separate deviation cards for the standard compass and the transmitting
magnetic compass repeater, if fitted, by comparing headings.

OOW:
• Check the magnetic compass regularly, at least once per day, and verify the compass
bowl has no “bubbles”.
• Ensure that the heading information is properly provided to helmsman. The reflected
image of the standard compass periscope is clear and properly illuminated (use during
hours of darkness included).
Master:
• Note adjustment dates in the Compass Deviation Book. Include the current position of
all compass correctors as well as the ship’s position and the sea conditions.
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• Ensure that repairs are only be made by the maker or a competent person using proper
test facilities. When the work is finished, the repairer must supply ship with a certificate
or service report specifying the date the work was done and the applicable standards.

Store and carefully treat the ship’s spare magnetic compass bowl, and its gimbal unit, away
from the bridge so it is not affected if the bridge is disabled by e.g., fire. Stow the spare
magnetic compass upside down.

3. Compass Deviation
OOW:
• Check the compass error after each major course alteration (more than 20o), prior
entering restricted / confined waters, or at least once per watch where no major
alteration has taken place. Record observed error in the Compass Deviation Book.
• Make an entry in the Compass Deviation Book when entering or leaving dry dock.
• Be aware of limitations to the performance of the magnetic compass related to
proximity to the magnetic poles.

Master:
• Check the compass deviation regularly to identify the need for repair, testing or
adjustment.
• Draw a deviation curve from ship’s recorded measured deviations, at least once per
year, and compare the shape of the curve and the values of deviations with the original
curve. Any significant change indicates re-adjustment is necessary.

Note: The deviation curve, created by the Master annually, must show a smooth curve with no rapid
changes. Measured deviations must follow the same pattern. A change in either the curve or the values
indicate re-adjustment is necessary.

Display at the ship’s bridge at all times the residual deviation table or curve, made by compass
adjuster.

4. Changes in Magnetism during the Ship’s Life

A new ship’s magnetism can be unstable. Therefore, the performance of magnetic compasses must
be monitored carefully during the ship’s early life and after repairs or modifications to determine if the
compass requires adjustment.

The retentive magnetic field induced by electromagnetic lifting appliances can alter a ship’s
magnetism, making compasses unreliable. However, a large amount of the magnetism
induced by electromagnetic equipment may subsequently decay. Therefore, immediate
readjustment is not advised until the residual deviation of the compass has been determined.
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Master: Check performance of magnetic compasses particularly:

• Following a casualty in which the ship has been subject to severe contact or electrical
charge, such as a lightning strike.
• After the ship has been laid up or lying idle, since even a short period of idleness can
affect the deviation.
• When operating on short voyages for a long period of time then relocates, which results
in a large change in magnetic latitude.

Portable electrical equipment, for example radios, tape recorders and mobile telephones or
items made of steel, may affect the performance of a magnetic compass. Keep such items
well away from the compass position.

Note: Impressed current cathodic hull protection systems set up electromagnetic fields which can
greatly influence magnetic compasses. Deviation with the system will vary with draft, submerged
coating condition and electrical flow through the system. Such deviations may be different from those
with the system off. These variables may invalidate deviation tables and compass observation records.

5. Periodic Checks and Performance Tests

Conduct regular checks/tests for Magnetic Compass proper operation, as per NAV02 (every watch),
NAV03 (daily), NAV04 (prior departure), NAV05 (Before entering coastal or shallow waters) and
NAV12 (prior arrival).
The magnetic compass errors are checked every watch (if feasible) and recorded in the Compass Error
Book.
The magnetic compass must be adjusted annually by the Master and biannually (every two (2) years)
by a competent technician and a Compass deviation card shall be issued and posted on the
Bridge.

3.11.2 Gyro Compass

SOLAS Ch. V, Reg. 19 requires all ships above 500 gt to have:
• A gyro compass, or other means, to determine and display their heading by shipborne
non-magnetic means, clearly readable by the helmsman at the main steering position.
These means shall transmit heading information for input to other nav. Equipment.
• A gyro compass heading repeater, or other means, to supply heading information
visually at the emergency steering position, if provided.
• A gyro compass bearing repeater, or other means, to take bearings over an arc of the
horizon of 360o, using the gyro compass or other means.

1. Errors
The gyrocompass is subject to certain errors, including steaming error, where rapid changes in course,
speed and latitude cause deviation before the gyro can adjust itself. Normally, the GNSS or other
navigational aids feed data to gyrocompass allowing a small computer to apply a correction.
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OOW: Check the compass error after each major course alteration (more than 20 o), prior entering
restricted / confined waters or at least once per watch where no major alteration has taken place.
Record observed error in the Compass Deviation Book.

OOW: Apply manual corrections, as necessary, where the gyrocompass has no direct speed
or position feed from GNSS and/or speed log.

The Gyro Compass identified as critical equipment. Any failure or unacceptable error will affect the
accuracy of equipment that received heading information from it.

2. Navigation Equipment that Gyro Compass Feeds

The gyro compass feeds a number of navigation and communication equipment like:
• Gyro Repeaters. The gyro compass supports a number of repeaters located inside the
bridge, on the bridge wings, and at the emergency steering position.
• GNSS
• Autopilot
• RADAR(s)
• ECDIS
• GMDSS.

OOW: Check gyro repeaters on the bridge and bridge wings at least once per watch and after
a course alteration exceeding 20o. Check all other repeaters (including at the emergency
steering position) daily.

3. Gyro Compass Adjustments and Repairs

The Gyro Compass must run continuously. If stopped for any reason (e.g., power failure), it becomes
unreliable until it has settled and the gyro error has been obtained.

Conduct Gyro Compass error observations at least every 4 hours and/or after course
alterations exceeding 20o. Record the observed error in the Compass Deviation Book.

OOW:
• Ensure alignment errors are corrected and repeaters resynchronized.
• Ensure accurate feed to other bridge equipment (e.g., GNSS, ECDIS, GMDSS etc.).
• Compare the gyro compass indications with magnetic compass at least every 4 hours.
• Be familiar with the actions needed in case of gyro failure.
• Be aware of gyro compass errors by reduced horizontal force in polar latitudes, such
as +/- 70o north or south.
• Compare the gyro heading with the alignment of the berth prior sailing.
• Ensure that the difference between the master gyro compass and the gyro repeaters
is not exceeding +/- 0.5o. Gyro compass errors of less than 5o are considered
acceptable.
• Ensure the proper maintenance and operation of gyro compass:
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o Check power supply (including UPS).

o Check for any alarms and test the alarms using the test button.
o Check for any abnormal sound, vibration or overheating created in the master
gyro compass main body. Observe the performance of the gyro compass and
to make an adjustment if necessary.
Master:
• Ensure that gyro compass is serviced as per the maker’s instructions or annually
(whichever is shorter) by an authorized service contractor. Ensure service is never
overdue by more than 5% of the service intervals.
• Maintain the service records for gyro compass(s).

4. Twin Gyros Compass (if applicable)

For ships equipped with two (2) gyro compasses, gyro should be operated as follows:
OOW:
• Ensure that both gyros are running during sea passage and are providing accurate
feed to all connected navigational equipment.
• Ensure that procedures for changing over from Master gyro to Slave gyro and
vice versa is clearly posted besides the units.
• Change the master gyro to stand-by and vice versa on monthly basis.
• Set the differential alarm to 2o.

Note: Master: Consider the gyro providing feeds to all connected navigational equipment.
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5. Gyro Compass Failure

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6. Periodic Checks and Performance Tests

Conduct regular checks/tests for Gyro Compass proper operation, as per NAV02 (every watch), NAV03
(daily), NAV04 (prior departure), NAV05 (Before entering coastal or shallow waters) and NAV12 (prior
arrival).

The gyro compass errors are checked every watch (if feasible) and recorded in the Compass Error
Book.
The gyro compass (service) is carried out annually as per maker’s instructions by Service Contractor
and respective Service Report is issued.

3.11.3 GNSS compass

The GNSS compass is a non-magnetic transmitting heading device which provides heading data to
AIS, RADAR and ECDIS. The GNSS compass is required on ships navigating in Polar waters at
latitudes above 80o. Its accuracy depends upon availability and a clear viewing line between GNSS
satellites and the compass antenna.
OOW:
• Check the status of satellite acquisition and their DOP values prior to using the
information provided by the satellite compass.
• Switch on the satellite compass in advance of the time it is required to be used for
navigation to ensure it is ready.

The satellite compass has an inbuilt battery in addition to external power supply. Battery life
depends upon usage. In most equipment, the system gives a warning when the battery is
unable to provide the required voltage. The battery must be replaced by a qualified technician
at the earliest opportunity.

3.12 Daylight Signaling Lamp

According to SOLAS Ch. V Reg.19, all ships more than 150 gt must be fitted with a daylight signaling lamp, or
other means to communicate by light during day and night using an energy source of electrical power not solely
dependent upon the ship’s power supply.
OOW:
• Use the daylight signaling lamp (ALDIS) to notify other ships when their intentions are unclear, in accordance
with COLREGs.
• Keep the ALDIS lamp always available for immediate use.
• Be familiar with ALDIS lamp use.
• Ensure availability of spare bulbs
• Test the equipment and its backup power supply regularly.

Have at least 3 spare illuminants (bulbs), complying with the type-tested illuminant, onboard.

The daylight signaling lamps (ALDIS) shall:

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• Be able to emit light signals, by day and with an atmospheric transmission of 0.8, with visibility at least 2
nautical miles, equaling a required luminous intensity of 60,000 cd.
• Be capable of being operated by personnel wearing gloves.
• Not solely depend on the ship's main or emergency sources of electrical energy. A portable battery with a
complete weight of not more than 7.5 kg, with sufficient capacity to operate the ALDIS for at least 2 hours,
is required.

3.12.1 Periodic Checks and Performance Tests

Conduct regular checks/tests for Daylight Signaling lamp proper operation, as per NAV02 (every
watch), NAV03 (daily) and NAV04 (prior departure).
The ALDIS performance (wattage) is checked weekly as per maker’s instructions. Three (3) spare
bulbs, complying with maker’s instructions, shall be available onboard. Records are kept by the
electrician.

3.13 Sound Signaling Equipment

According to COLREG Rule 33 “Equipment for Sound Signal” all ships of 100 m or more shall be provided with a
whistle, a bell and a gong, both of which may be replaced by other equipment with the same respective sound
characteristics, provided that manual sounding of the prescribed signals shall always be possible.

If the onboard whistles are fitted at a distance apart of more than 100 meters, it shall be so arranged that
they are not sounded simultaneously.

OOW:
• Use the sound signaling equipment to notify other ships when their intentions are unclear – also during
restricted visibility, in accordance to COLREGs (see form NAV07 “Navigation in restricted visibility”).
• Ensure the sound signaling equipment’s immediate readiness.
• Be familiar with sound signaling equipment use.
• Check the equipment regularly.
• Drain the moisture from air supplied whistle systems regularly.

Note: Managed ships with a totally enclosed bridge are fitted with a sound reception system to enable the OOW
to hear sound signals from other ships and determine their intention.

3.13.1 Periodic Checks and Performance Tests

Conduct regular checks/tests for the Sound Signaling Equipment proper operation, as per NAV02
(every watch), NAV03 (daily) and NAV04 (prior departure) and NAV12 (prior arrival).

3.14 International Code of Signals (ICS)

The ICS is an international system of signals and codes for ships to communicate important messages regarding
safety of navigation and related matters. Signals can be sent by flag hoist, daylight signaling lamp, sound signaling
equipment, radiotelegraphy, and radiotelephony.
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OOW:
• Be familiar with the international system of signals and codes and use them with caution, when necessary
(e.g., restricted visibility)

3.15 General Alarm System

SOLAS Chapter III, Reg. 6 requires all ships to carry a general alarm system, used to warn personnel onboard
about emergencies requiring them to proceed to muster stations and to initiate the actions included in the muster
list.
The general alarm on the ship is recognized as 7 short ringing of the bell or whistle followed by a long blast, and
its activation point is located in the bridge.
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All Crew: When the general alarm is sounded:

• Proceed to designated muster stations
• Listen to the Public Address (PA) announcement for the type of the emergency
• Take corrective action to tackle the situation as per muster plan.
OOW:
• Ensure that general alarm is readily available
• Be familiar with general alarm signals.

In emergencies, with no time for conventional communication with the Master, ring the General Alarm
3 short blasts for assistance.

3.15.1 Periodic Checks and Performance Tests

Conduct regular checks/tests for the General Alarm System proper operation, as per NAV03 (daily).

3.15.2 Public Address System (PA)

The public address system consists of a loudspeaker installation enabling simultaneous broadcast of
messages from the bridge, and at least one other location onboard for use when the becomes
unavailable due to the emergency, to all spaces where crew members and/or passengers are normally
present and to muster stations. The controls of the system on the bridge are interrupting any broadcast
on the system from any other location onboard.
Additionally, to any routine functions, the system has a clearly indicated emergency function, protected
against unauthorized use.
The public address system works by the main source of electrical power, the emergency source of
electrical power and batteries.
OOW: Ensure you are familiar with the system use and that it is always readily available for use.
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3.15.3 Periodic Checks and Performance Tests

Conduct regular checks/tests for the Public Address System proper operation, as per NAV03 (daily).

Carry out the following checks and tests for the Public Address System:

Check Responsible Records

Daily (at noon)
Bridge Log Book,
The condition of public address system OOW
form NAV03

3.16 Integrated Bridge Systems (IBS)

The IBS combines the information from various sources (e.g., ECDIS, RADAR, GNSS etc.) into a single conning
screen and workstation, without further analysis.
An Integrated Navigation System (INS) is a system that analyses the incoming data for presentation to the OOW
as to enhance situational awareness.
OOW:
• Ensure a full understanding of the system’s limitations and capabilities.
• Be aware of required actions in case of failure of any component of an integrated system.

3.17 Course Recorder

The course recorder is a graphic record keeping device which can record all gyro courses steered by the ship
throughout the voyage. It has a built-in clock which keeps time accurately. The course recorder is fitted on the
bridge and its records can be used during incident investigation.
The course recorder receives feeds from:
• Gyro compass repeater
• A clock.
The feeds are properly recorded on the system’s printing paper, enabling reading the course steered to the nearest
degree at a specific time at UTC.

The course recorder must be always operational when underway, adrift or at anchor.

3.17.1 Markings on the Course Recorder Paper

OOW: Ensure that the following are properly recorded, initialed and signed in the course recorder
paper:
• The date, time and place of switching on/off the course recorder paper
• Before the start of the voyage, date/time voyage commenced, voyage number, and
port of departure
• Every noon: the ship’s position
• During port arrival and departure: the times of pilot boarding and departure
• Any alterations of course at sea and time of alterations
• Any error noted between the recorder clock and the correct UTC.
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Maintain the recording papers of course recorder for at least 2 years.

3.17.2 Periodic Checks and Performance Tests

Conduct regular checks/tests for the Course Recorder proper operation, as per NAV02 (every watch).

Keep a spare quantity of recording papers (minimum 6) and pens or cartridges (minimum 3)
onboard for course recorder printer’s use.

3.18 Marine Barometer

Barometer is used to measure the atmospheric pressure in millibars or hecto-pascals (where 1 millibar = 1 hecto-
pascal). Managed ships are equipped with Aneroid Barometer, which means “water-less”.
The marine barometer must be positioned inside the bridge, however:
• Away from undue vibrations or sudden jerks, air drafts and from places liable to experience abnormal or
change of temperature
• As close as possible to the center line of the ship
• At the eye level for ease observation.

3.18.1 Barometric Tendency

A 3 hourly reading of the barometer gives the barometric tendency, whose continuous observation
allows OOWs to predict the upcoming weather in the surrounding areas or areas in which he has to
navigate his ship.
There may be 3 types of changes in barometric tendency / pressure:
• Decreasing pressure: anti-clockwise movement of the needle suggests deteriorating
weather, associated with a LOW or “cyclonic” pressure system.
• Increasing pressure: clockwise movement of the needle suggests improving weather,
associated with a HIGH or “anti-cyclonic” pressure system.
• Steady pressure, typical of extended fine weather periods, suggests more of the same.
OOW:
• Check the barometric pressure prior receiving the watch and align the reference pointer
with the dial pointer. The barometer is fitted with a separate reference pointer directly
above the dial pointer, which is moved using a knurled knob in the center of the dial.
• Check the position of the dial pointer in comparison with the reference pointer every
hour.
• Tap the face of barometer lightly to release any sticky levers or pointers, during
observation.
• Record the barometric observations every 4 hours at the Bridge Log Book.
• Call Master immediately, upon significant barometric pressure drop.
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3.18.2 Errors Affecting the Barometer Readings

Index Error - This error mainly occurs due to the mechanical parts of the barometer, like tension of the
spring, connections between levers, etc. The error can be negative or positive.

Height Error - Atmospheric pressure recorded in various Log Books must correspond to the sea level
at that place. However atmospheric pressure falls as height increases, so the reading observed on a
bridge must be corrected for the bridge’s height (more specifically, the barometer) above sea level.
Near sea level, the atmospheric pressure falls at a rate of 1 millibar for every 10 meters increase of
height.

Hence, calculate the correction to be applied / added to the observed reading, by:

Correction in millibars = Height above sea level ÷ 10

3.18.3 Periodic Checks and Performance Tests

Record the barometric observations every 4 hours at the Bridge Log Book.

Barometers and barographs should be re-calibrated during major repair periods.

3.19 Weather Facsimile

Facsimile (fax) is used to receive weather reports. Managed ships are provided with a weather fax receiver with
a printer, enabling weather patterns showing barometric high pressures, low pressures, pressure gradients, wind
speed and direction, ice data and temperature to be printed at regular intervals.

The radio-facsimile stations, transmission frequencies and times, as well as weather map
areas are included in the Admiralty ADRS publication Volume 3 (NP283) “Maritime Safety
Information Services (Parts 1 and 2)”.

OOW:
• Ensure that weather facsimile is properly tuned to receive weather reports according to ship’s location and
planned route.
• Review the passage plan form.

Keep a minimum of 6 spare paper rolls and 3 thermal cartridges onboard for weather
facsimile printer’s use.

3.19.1 Periodic Checks and Performance Tests

Conduct regular checks/tests for the Facsimile proper operation, as per NAV02 (every watch) and
NAV04 (prior departure).
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3.20 Rudder Angle Indicator

The Rudder Angle Indicator is a device, separate to steering system, used to indicate the present position of the
rudder blade. The indicator is fitted in the wheelhouse (2 independent systems, a console and bulkhead/sailing
mounted type), bridge wings, ECR and at the emergency steering position in the steering gear room.

Beyond 35o rudder, efficiency is reduced due to formation of eddies on the back of rudder as the flow
is no longer streamlined (i.e., stalled condition).

OOW:
• Test the rudder angle indicators at regular intervals:
o Set the rudder amidships and check that the indicator displays 0o. Adjust the zero lever until it is
centered at 0o when necessary.
o Set the rudder at an angle port and starboard and check that the indicator is following the order.
• Check that the devices indications are apparent and dimmers are working properly.

3.20.1 Periodic Checks and Performance Tests

Conduct regular checks/tests for the Rudder Angle Indicator proper operation, as per NAV02 (every
watch) NAV03 (daily) and NAV04 (prior departure).

3.21 Anemometer
An anemometer is an equipment located at wheelhouse and at CCR which measures simultaneously the wind
speed and wind direction. This equipment shows on display the relative direction and relative speed of wind
flowing above a travelling ship.
Wind direction refers to the true wind blowing across the water/ship. A north wind blows from the north, toward
the south.
Apparent wind is the wind we actually feel or the ship feels when moving. It is a combination of the true wind and
the effective wind created by ship’s motion. If ship’s speed is zero, the apparent wind is the same as the true wind.
The apparent wind is described by the apparent wind speed and the apparent wind angle.
Apparent wind angle is the direction of the apparent wind relative to the head of the ship, usually listed as port
or starboard. It varies from 0° (wind on the bow), through 90° (wind on the beam), on around to 180° (wind on the
stern). The apparent wind angle is always smaller (forward of) the true wind. The faster you go, the more the
apparent wind moves forward on the ship. The apparent wind is the actual wind you feel on your face.
Apparent wind speed is the speed of the wind in knots, measured from ship. It is a combination of the true wind
speed and the effective wind created by ships motion.
OOW:
• Check that anemometer is working properly.
• Check that the device indication is apparent and dimmer is working properly.

3.21.1 Periodic Checks and Performance Tests

Conduct regular checks/tests for the Anemometer proper operation, as per NAV02 (every watch) and
NAV03 (daily).
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3.22 Engine Telegraph

The engine telegraph is used to transfer orders of speed or direction changes from the bridge to ECR. It consists
of a lever which can be moved over different speed positions for ahead and astern direction.
Managed ships with automation and controls carry a remote-controlled telegraph device, directly connected with
engine controls. In case of automation failure, the telegraph can work manually.
OOW:
• Be familiar with the use of the engine telegraph.
• Ensure that the engine rpm adhere to Master’s orders and/or passage plan.
• Verify the telegraph is always at the appropriate mode (stop, standby or at sea)
• Inform the C/E and the OOEW, when required to increase or reduce engine’s rpm.
• Monitor the engine load constantly in rough weather.
• Transfer control to engine room immediately, when remote control fails, and call Master.
• Move to STOP position, in case of M/E emergency or automatic shutdown.
• Move to STOP position, in order to reset emergency shutdown. In case of an automatic emergency shut
down it, bear in mind that main engine is automatically shut down by fuel cut-off due to overspeed, low LO
pressures, high temperatures of thrust pad. For resetting an emergency shut down, move to STOP position
and press Emergency Stop button back to reset it.

Be familiar with the position and use of main engine “emergency shut down” button.

• Cancel the Auto Emergency Slow Down Alarm to keep engine running, if necessary. The auto “emergency
slow down” alarm for the main engine functions similar to the auto “emergency shut down” and thus it can
be cancelled if required, therefore keeping the engine running and not slowing down.
• Always check the “Start Air” indication before making changes to the main engine telegraph order. If alarm
“Imperfect Bridge Control Conditions” appears, it may be due to inappropriate position of start air main valve
or auxiliary blower in a position other than AUTO or to abnormal condition of bridge control air pressure.

While stopping and starting main engine, a limited number of starts can be made with the charged air
bottles for start air.

3.22.1 Telegraph Logger (Bell Logger)

The telegraph logger is a printer located in the wheelhouse, which records the given maneuver
commands from Bridge Telegraph unit as well as the responded commands from E/R Telegraph. Each
command is shown with a time stamp, clearly indicating what telegraph has been represented.
OOW:
• Ensure proper operation of Telegraph Logger.
• Ensure that main engine orders are properly recorded in the logger’s paper, at least
once per watch. Check that each command is shown with the correct time stamp in
UTC.
• Sign the printouts prior leaving the watch.

Keep a minimum of 12 spare paper rolls and 3 cartridges onboard for telegraph logger’s use.
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3.22.2 Bell Book

The Bridge bell book must be kept by the OOBW when leaving and entering a port, when navigating in
close waters, when maneuvering in restricted visibility and at any other time when maneuvering.

When the managed ship is not equipped with telegraph logger or when the telegraph logger is set off
for any reason, the Master and the OOW must record all main engine commands in an authorized by
the company bell book.
OOW:
• Use a separate bell book sheet for every maneuvering operation (record the date on
sheet’s top).
• Make the entry on the bell book as soon as a telegraph order is made. Record:
o The time in local time the order made (e.g., Slow Ahead – 56 rpm).
o The shaft revolution counter reading (e.g., 55 rpm).
• Engine signals given to the E/R and exact time
• Record any alarm related to main engine control from bridge, the time (start / stop) and
the alarm description.
• Record any change to the telegraph’s mode (stop, standby, at sea).
• Sign the bell book, before going off watch, on the line following the last entry for the
watch.
• Avoid alterations or erasures in the bell book. To make corrections, draw a single line
over the incorrect entry, initial it and record the correct entry on the following line.

When an automatic telegraph logger is in use, below orders to the E/R should be recorded in the Bell
Book:

• Date & Time of maneuvering operation

• Stand by Engines
• Finished with Engines
• Full Away on Sea Passage and
• End of Sea Passage.

Master: Check entries daily and authorize them by signing the bell book after the last entry.

Keep a spare quantity of 3 bell books.

3.22.3 Engine rpm Indicator

The engine rpm indicator measures engine revolutions per minute and indicates the revolution direction
(ahead and astern). The indicator is fitted in the wheelhouse, bridge wings and ECR.
OOW:
• Check the engine rpm indicators condition and performance frequently.
• Check that the device indications are apparent and dimmers are working properly.
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3.22.4 Periodic Checks and Performance Tests

Conduct regular checks/tests for the RPM Indicator proper operation, as per NAV02 (every watch) and
NAV04 (prior departure).

3.23 Binocular

The common marine binoculars are 7 x 50 (7x magnification, with lens of 50 mm diameter). Larger sizes are not
recommended as they are more unsteady when focusing and the light-gathering ability of a bigger lens, limiting
their night-time use.
OOW:
• Check the binoculars condition frequently. Clean them and replace them if necessary.
• Define/mark one pair of binoculars for third party use (e.g., pilot).

Keep 3 pairs of binoculars (7 x 50) around the bridge.

3.24 Sextant
A sextant is used to measure the angle between 2 objects. Usually, these 2 objects are the horizon and an
astronomical body, such as the moon, sun, star or planetary body. Use these measurements to calculate a ship's
latitude. This type of use is known as Vertical Sextant Angle, or VSA.
It can also be used to measure the angle between two objects on the shore of known position, which, using
trigonometry, can be used to calculate a ship's position on a map. Using the sextant in this way is known as
Horizontal Sextant Angle, or HSA.

Keep at least one (1) sextant available, with a relevant calibration card supplied.

3.24.1 Use of Sextant

The sextant is designed around 2 mirrors, one of which is half-silvered, allowing some light to pass
through. When using the device, look through this mirror at the horizon. The other mirror is attached to
a movable arm and is aimed at a bright object, such as the moon or sun, which will be seen
superimposed on the horizon when the arm is moved to the correct position. You can then read the
angle off the scale, which is accurate within ten seconds of arc. Using this angle, information from
almanacs and an accurate clock, calculate your position on the map.

OOW:
• Be familiar with sextant use and hold it steadily while standing as close as possible to
ship centerline
• Check for errors before every use, to get accurate readings from your marine sextant.
• Focus the telescope on the horizon on first use and make a mark on the stem for easier
refocus.
• Use the correct shades when observing the sun.
• Take measurements on stars and planets around twilight.
• Avoid night time measurements, as moonlight can create a false impression the
horizon’s position.
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• Keep the sextant away from direct sunlight and store it its box, it away from damp or
extreme temperatures as this can cause parts to shift, putting the instrument out of
calibration.

3.24.2 Sextant Errors

The sextant errors are divided into 2 main categories:
• Adjustable errors that you can correct on the device.
o Perpendicularity error. If the index glass is not perpendicular to the plane of
the sextant, readings will be inaccurate. Check by clamping the index bar at the
middle of its arc and holding the sextant horizontally. Then, with the arc away
from you, look obliquely into the index mirror so you can see the graduated arc
and its reflection. If the arc and its reflection appear continuous, there is no error
of perpendicularity. If there is a step, there is an error, and you need to adjust
the screw on the index mirror until the arc and its reflection appear continuous.
o Side error. This occurs when the horizon mirror isn't perpendicular to the plane
of the instrument. To detect this, aim the instrument at the horizon and tilt your
head to right by 45o. If side error is present, the horizon won't appear continuous
in its reflection — there will be a step. To correct this, adjust the side error screw
until the horizon and its reflection appear in line. Next, return your head to an
upright position. If the side errors are eliminated, the horizon will remain in line
with its reflection. If not, you may need to correct for index error. You may need
to run through adjusting both several times before all errors are eliminated.
o Index error. If the horizon mirror is not parallel to the index mirror, this results
in index error. To check for this, set the index arm at 0o and aim the instrument
at the horizon. When you look through, the reflection and image of the horizon
must be a straight line. If they aren't, adjust the micrometer drum until they are
and note the measurement it gives. This will give your index error. If the error is
on the arc, subtract this number from your readings, and if it's off the arc, you
should add it.
• Non-adjustable errors caused by manufacturing defects or mishandling. Non-
adjustable errors will be picked up during the calibration of instrument and will be
shown on a calibration card supplied with it, enabling you to add or subtract figures
from readings you take:
o Collimation error - Centering error - Graduation error - Worm and rack errors
o Prismatic error
o Dip.

3.25 Marine Chronometers

A chronometer is a specialized clock designed to provide accurate time for celestial observations. The precision
timepiece is set into a wooden case to be protected from knocks and damp. The chronometer is set to UTC and
is not reset until the instrument is overhauled and cleaned.
OOW:
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• Check the difference between UTC and chronometer time, directly from a radio time signal. The radio time
signal is broadcasted on 5 frequencies 2.5 MHz, 5 MHz, 10 MHz, 15 MHz and 20 MHz. The principal
maintenance requirement must be regular at about the same time each day.
• Apply any correction to chronometer readings.
• Maintain a chronometer log to keep track of chronometer error and chronometer rate (the amount by which
chronometer error changes in 1 day). An erratic rate repair is required.
• Send the marine chronometer to a repair shop for cleaning. Overhaul it every 5 years.

3.25.1 Time Zone

The local time is set according to the time in the country where the ship is; however, when the ship
sails between ports with different time zones, the Master must use the nautical time zone system which
is analogous to the terrestrial time zone system for use in high seas. Under the system, time changes
are required for changes of longitude in 1-hour steps. The 1-hour step corresponds to a time zone width
of 15o longitude. Hence, the time zone can be calculated as follows:
Time Zone = (Longitude ± 7.5o) ÷ 15o
+ for east longitudes / - for west longitudes
OOW:
• Check that the time zone is properly calculated.
• Ensure all ship’s clocks are in the correct time zone.

3.25.2 Periodic Checks and Performance Tests

The marine chronometer accuracy, using the radio time signal, is checked daily and record is kept in
chronometer Log.
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3.26 GMDSS Two-Way VHF radiotelephone apparatus

At least three (3) two-way GMDSS VHF radiotelephone apparatus shall be provided onboard (SOLAS III/6.2.1.1). The
two-way radiotelephone should be capable of operation on the frequency 156.800 MHz (VHF channel 16) and on at least
one additional channel (Res. A.809/3.1).

The battery for each unit with a user -replaceable energy source or radio with a non-replaceable energy source- shall
have a non-replaceable seal to show the unit has not been activated (Res. A.809/12.2 and 12.3).

3.26.1 Use of Two-way VHF radiotelephone apparatus

There is no requirement for the two-way VHF radios to be Ex rated or intrinsically safe type.
In this respect and considering that the units maybe used for shipboard operations, when a vessel is
equipped with two-way VHFs of non-intrinsically safe type (or non Ex rated type), clear instructions
should be posted close to the VHF charging area, prohibiting the use of units inside the gas
hazardous area:
The GMDSS Two-Way VHF radiotelephone apparatuses are Non-Intrinsically Safe Type.
DO NOT USE AND/OR DO NOT CHARGE INSIDE THE GAS HAZARDOUS AREA.

3.26.2 Periodic checks

Conduct regular weekly checks/tests for the Two-way VHF radiotelephone apparatus and maintain
records in the GMDSS Log Book.

4.1 Bridge Team Roles and Responsibilities

Master:

You have the ultimate responsibility for the safe/efficient operation of the ship and the overall command.

• Ensure proper watchkeeping arrangements in accordance with the situations or navigational areas
• Consider limitation in qualification or fitness of individuals when arranging watchkeeping. Provide sufficient
rest periods to the bridge team members.
• Ensure adequate watchkeeping arrangements for a safe navigational or cargo watch.
• Be aware of the serious effects of operational or accidental pollution of the marine environment. Take all
possible precautions to prevent such pollution, in accordance with international and port regulations.
• Ensure watchkeeping personnel understand their individual and team roles and responsibilities.
• Do not assign the OOW with duties which would interfere with the safe navigation.
• Ensure each OOW is sufficiently familiar with the ship's navigational equipment, operational parameters,
maneuvering capabilities and all safety equipment and ready to assume sole operational responsibility for
the watch at sea.
• Ensure that communications within the bridge team are understood by every member.
• Ensure that all members of the bridge team are properly trained to handle any dangerous situation, respond
to emergencies and familiar with the Navigational procedures.
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• Allow the OOW to be sole watchkeeper after careful assessment. Assistance should be available
immediately if the situation changes.
• Ensure that there is a climate onboard that encourage challenges and assertiveness.

OOW: The Officers in charge of a nav. watch must be qualified in accordance with ch. A-II/1 and IV (GMDSS) of
STCW, appropriate to the duties related to navigational or deck watchkeeping.

You are the Master’s representative and primarily responsible at all times for the safe navigation of
the ship and for complying with COLREGs.

• Maintain at all times a proper lookout by sight and hearing, as well as by all available means appropriate in
the prevailing circumstances and conditions, as to be able to make full and accurate assessment of the risk
of collision, grounding and other hazards to navigation.
• Understand information and adequate responses from each station/ installation/ equipment.
• Share information from the stations/installations/equipment with all bridge team members.
• Provide watchkeeping personnel with all appropriate instructions and information relevant to maintaining a
safe watch, including a proper lookout.
• Notify the Master without hesitation when in doubt. Regardless, do not hesitate to take immediate action for
the safety of the ship where circumstances so require.
• Never leave the bridge until properly relieved.
• Continue to be responsible for the safe navigation of the ship, despite the presence of the Master on the
bridge, until the Master has explicitly assumed that responsibility.
• Check the ship’s position and speed at frequent intervals, using any available navigational aids necessary,
to ensure that the ship follows the planned course.
• Be fully familiar with the location and operation of all safety and navigational equipment onboard and the
operating limitations of such equipment.
• Do not hesitate to use the helm, engines and sound signaling apparatus. However, notify of intended
variations of engine speed in time. Use UMS engine controls provided on the bridge as per the applicable
procedures.
• Be familiar with the handling characteristics of the ship, including its stopping distances, and the fact that
other ships may have different handling characteristics.
• Properly record during the watch of the movements and activities related to navigation.
• Detect ships or aircrafts in distress, shipwrecked persons, wrecks and debris.
• Carry out and record operational tests of shipboard navigational equipment in accordance with company’s
requirements, makers instructions and industry best practices.
• Ensure that:
o The person steering the ship or the automatic pilot is steering the correct course.
o The magnetic compass error is determined at least once a watch and, when possible, after any major
course alteration.
o The standard and gyro-compasses are frequently compared and repeaters are synchronized with
their master compass.
o The automatic pilot is tested manually at least once a watch.
o The navigation and signal lights and other navigational equipment are functioning properly. The radio
equipment is functioning properly.
o The UMS controls, alarms and indicators are functioning properly.
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• Comply at all times with the SOLAS requirements.

• Assess the need to station a person to steer the ship and to engage manual steering control in ample time
to allow safe response to hazardous situations; as under automatic steering, a situation may develop to the
point where you are unassisted and have to break the discontinue the lookout in order to take emergency
action.
• Be thoroughly familiar with the use of all electronic navigational aids carried, including their capabilities and
limitations, and use each of these aids when appropriate.
• Use all available RADAR units whenever restricted visibility is encountered or expected and at all times in
congested waters, having due regard to their limitations. Whenever RADAR is in use, select an appropriate
range scale, observe the display carefully, and commence that plotting or systematic analysis (ARPA) in
ample time.
• Comply with the Master’s written Standing and Daily orders.
• Comply with the FIM.
• Call for reinforcement whenever necessary.

Lookout: Maintain a proper lookout at all times in compliance with Rule 5 of the COLREGs.

Ratings forming part of navigational watch must meet the standard of competence specified in section
A-II/4 of STCW code.

• Maintain continuous vigilance, by sight, hearing and all other available means, with regard to any significant
change in the operating environment. Report all sightings and/or sound signals to OOW (and pilot).
• Appraise the situation and the risk of collision, stranding and other hazards.
• Detect ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards.
• Be familiar with the Master’s Standing and Daily Orders.
• Be briefed by the OOW about what to expect during the watch, such as the current navigational situation
with regard to expected traffic, buoyage, weather, landfall, pilotage and any other circumstance relevant to
good watchkeeping.
• Be properly positioned so the night vision not to be affected.
• Trained to use basic functions of the RADAR.
• Do not be occupied on activities that may impede the lookout.

The duties of the lookout and helmsperson are separate; the helmsperson shall not be considered to
be the lookout while steering.

Helmsman:
• Acknowledge and execute steering instructions from the OOW.
• Inform the OOW of any steering concern.
• Maintain a steady course.
• Communicate to OOW, using navigational terms, the ship's heading and steering course.
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• Repeat verbal commands to demonstrate that the command is heard and understood.

4.2 Composition of the Bridge Team

When assessing the composition of the bridge team, including appropriately qualified ratings, the Company
considers the following factors:
• Visibility, sea state and weather conditions, Traffic density.

Heavy Traffic is considered to be present when 3 or more ships violate the Company min. CPA Policy
for the current navigating area.

• Activities taking place in the area in which the ship is navigating.

• Navigation in or near traffic separation schemes (TSSs) or other routing measures.
• Navigation in or near fixed and mobile installations.
• Proximity to navigational hazards.
• Ship operating requirements, activities and anticipated maneuvers.
• Ship's draught, the available depth of water and UKC.
• Operational status of bridge equipment, including alarm systems.
• Need for manual or automatic steering.
• Any exceptional circumstances.
• Any other relevant standard, procedure or guidelines regarding watchkeeping arrangements or ship
activities.

Note: The role of each machinery space team member, when the machinery space is required to be attended for
navigational safety, is defined in FIM Chapter F “ENGINE ROOM OPERATIONS-MAINTENANCE”.
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4.3 Bridge Watch Categories

Bridge Watch is divided into the following categories, based on the number of participating Officers.

Whenever the navigational situation demands more resources, these must be immediately available to the
Navigator. This can be dealt with in two ways. First, the Navigator can call up additional resources, such as by
adding a bow lookout or an additional OOBW. Second, he can lower the navigational demands to the point where
his available resources are able to cope, perhaps by reducing speed, changing course, heaving to, or anchoring.
Some conditions that increase the demands on the Navigator include:
• Fog.
• Heavy traffic (situation of heavy traffic should be considered the navigational condition where three or more
ships in the area of own vessel simultaneously demonstrate CPA equal or less with the acceptable value
according to Company’s policy and/ or simultaneously demonstrate TCPA equal or less with the acceptable
value according to Company’s policy).
• Entering a channel, harbour or restricted area.
• Heavy weather.
• Fire, flooding, or other emergency.

These and many other situations can increase the demands on the time and energy of the Navigator and cause
him to need additional resources - another OOBW, a bow lookout, a more experienced helmsman - to take some
of the workload and rebalance the amount of work to be done with the people available to do it. There is no strict
legal direction as to the assignment of personnel on watch. Various rules and regulations establish certain factors
which must be addressed, but the responsibility for using the available people to meet them rests with the OOBW.

Laws and admiralty cases have established certain requirements relating to the position and duties of the lookout,
safe speed under certain conditions, mode of steering and the use of Radar. The Company has established
through a Risk Assessment process presented in the Form NAV27, “Identification of Watch Condition Level
through Risk Assessment”, certain standards known as Watch Conditions to help define the personnel and
procedures to be used under various situations.

The composition of the watch shall at all times be adequate and appropriate to the prevailing circumstances and
shall take into account the need for maintaining a proper lookout. Duties shall be so organised that the first watch
at the commencement of a voyage and the subsequent relieving watches are sufficiently rested and fully fit for
duty. The Bridge watches must be manned as follows:

Watch Condition 1 One Licensed Officer on the Bridge

Watch Condition 2 Two Licensed Officers on the Bridge
Watch Condition 3 Three Licensed Officers on the Bridge

Any watch condition can change almost momentarily due to planned or unforeseen events. Emergency drills or
actual emergencies on one’s own or other nearby vessels can quickly overwhelm the unprepared Bridge Team.
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Under each of these conditions, the Navigator must manage his resources effectively and efficiently, calling in
extra help when necessary and assigning personnel as needed to jobs for which they are qualified and ready to
perform. He must consider the peculiarities of his vessel and its people, including considerations of vessel design
and handling characteristics, personalities and qualifications of individuals and the needs of the situation.

When deciding the composition of the watch and in assigning duties within these watch categories, the Master
must take into account the following factors:

• At no time shall the Bridge be left unattended.

• Weather conditions, prevailing circumstances, visibility and whether there is daylight or darkness.
• Proximity of navigational hazards which may make it necessary for the OOBW to carry out additional
navigational duties.
• The efficiency of the OOBW and rating(s) is not impaired by fatigue.
• Any unusual demands on the navigational watch that may arise as a result of special operational
circumstances.
• To none of the members of the Bridge watch will be assigned more duties than what he can execute.
The OOBW is not assigned any other duties, which would interfere with the safe navigation of the vessel.
• Use and operational condition of navigational aids such as Radar or electronic position indicating devices
and any other equipment affecting the safe navigation of the vessel.
• All the instruments of the Bridge should work properly. Otherwise, the OOBW shall take into consideration
any damage before making any decision. In case of Bridge equipment failure, the actions described in
the Company’s Emergency Response Plan shall be followed and the Company must be immediately
notified.
• No necessary material should be drawn away from the Bridge.
• All the members of the Bridge watch should be prepared to react straightforwardly and effectively to any
sudden change of condition.
• Any local state requirements regarding Bridge manning.
• At no time should any activity or material be permitted in, or in the vicinity of, the wheelhouse, which may
detract the watchkeepers’ ability to carry out their duties.

.1 Bridge Watch Condition

Bridge watches should be set at the Master's direction, according to the prevailing conditions, in the
following manner:

General Conditions Watch Cat. Bridge Manning (****) Engine Manning

1. OPEN WATERS
1 licensed engine officer
Clear weather, little or 1 licensed officer of watch / on watch/
moderate traffic, daytime, 1
steering on autopilot 1 duty watch AB 1 Oiler, or 1 Wiper (*****),
or UMS (as applicable)
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General Conditions Watch Cat. Bridge Manning (****) Engine Manning

1 licensed engine officer
Clear weather, little or 1 licensed officer of watch / on watch/
moderate traffic, night time or 1
autopilot disengaged 1 duty watch AB 1 Oiler, or 1 Wiper, or
UMS (as applicable)
Master (*) +1 licensed 1 licensed engine officer
officer of watch / on watch/
Clear weather, high density
2
traffic
1 duty watch AB +1 extra 1 Oiler, or 1 Wiper or
AB or OS (*****) UMS (as applicable)
Master (*) +1 licensed
C/E (**), +1 licensed
officer of watch /
Reduced visibility, little or engine officer on watch/
2
moderate traffic
1 duty watch AB + 1 extra
1 Oiler or 1 Wiper
AB or OS
Master (*) +1 or 2 licensed
officers of watch, C/E (**), +1 licensed
Reduced visibility, high density 2 or 3 respectively / engine officer on watch/
traffic (***)
1 duty watch AB + 1 extra 1 Oiler or 1 Wiper
AB or OS
2. RESTRICTED WATERS (limited manoeuvring room)
Master (*) +1 licensed
C/E (**), +1 licensed
officer of watch /
engine officer on watch/
Navigation with Pilot on board 2
1 duty watch AB + 1 extra
1 Oiler or 1 Wiper
AB or OS
Master (*) +1 licensed
C/E (**), +1 licensed
officer of watch /
Clear weather, little or engine officer on watch/
2
moderate traffic
1 duty watch AB + 1 extra
1 Oiler or 1 Wiper
AB or OS
Master (*) +1 or 2 licensed
officers of watch, C/E (**), +1 licensed
Clear weather, high density 2 or 3 respectively / engine officer on watch/
traffic (***)
1 duty watch AB + 1 extra 1 Oiler or 1 Wiper
AB or OS
Master (*) +1 or 2 licensed
officers of watch, C/E (**), +1 licensed
Reduced visibility, little or 2 or 3 respectively / engine officer on watch/
moderate traffic (***)
1 duty watch AB + 1 extra 1 Oiler or 1 Wiper
AB or OS
Master (*) +2 licensed
C/E (**), +1 licensed
officers of watch /
Reduced visibility, high density engine officer on watch/
3
traffic
1 duty watch AB + 1 extra
1 Oiler or 1 Wiper
AB or OS
3. ENTERING OR LEAVING PORT
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General Conditions Watch Cat. Bridge Manning (****) Engine Manning

Master (*) +1 licensed officer
C/E (**), +1 licensed
of watch /
engine officer on watch/
Navigation with Pilot on board 2
1 duty watch AB + 1 extra
1 Oiler or 1 Wiper
AB or OS
Master (*) +1 licensed officer
C/E (**), +1 licensed
of watch /
Clear weather, little or engine officer on watch/
2
moderate traffic
1 duty watch AB + 1 extra AB
1 Oiler or 1 Wiper
or OS
Master (*) +1 or 2 licensed
officers of watch, C/E (**), +1 licensed
Clear weather, high density 2 or 3 respectively / engine officer on watch/
traffic (***)
1 duty watch AB + 1 extra AB 1 Oiler or 1 Wiper
or OS
Master (*) +1 or 2 licensed
officers of watch, C/E (**), +1 licensed
Reduced visibility, little or 2 or 3 respectively / engine officer on watch/
moderate traffic (***)
1 duty watch AB + 1 extra AB 1 Oiler or 1 Wiper
or OS
Master (*) +2 licensed
C/E (**), +1 licensed
officers of watch /
Reduced visibility, high density engine officer on watch/
3
traffic
1 duty watch AB + 1 extra AB
1 Oiler or 1 Wiper
or OS
4. AT ANCHORAGE
1 licensed engine officer
1 licensed officer of watch / on watch/
Clear weather, calm sea 1
1 duty watch AB 1 Oiler, or 1 Wiper or
UMS (as applicable)
1 licensed officer of watch
or Master (*) +1 licensed
C/E (**), +1 licensed
officer of watch, respectively
engine officer on watch/
Restricted visibility, rough sea 1 or 2 /
1 Oiler or 1 Wiper
1 duty watch AB + 1 extra
AB or OS
5. ANYWHERE
Master (*) +1 licensed 1 licensed engine officer
officer of watch / on watch, +1 Oiler or 1
In environmental sensitive Wiper
2
areas
1 duty watch AB + 1 extra
AB or OS or UMS (as applicable)
Master (*) +1 licensed
C/E (**), +1 licensed
officer of watch /
engine officer on watch/
In ice conditions 2
1 duty watch AB + 1 extra
1 Oiler or 1 Wiper
AB or OS
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General Conditions Watch Cat. Bridge Manning (****) Engine Manning

Master (*) +1 licensed
C/E (**), +1 licensed
officer of watch /
During Search & Rescue engine officer on watch/
2
operations
1 duty watch AB + 1 extra
1 Oiler or 1 Wiper
AB or OS
Master (*) +1 or 2 licensed
officers of watch, C/E (**), +1 licensed
When high navigation and respectively / engine officer on watch/
2 or 3
collision avoidance workload
(***)
are combined
1 duty watch AB + 1 extra 1 Oiler or 1 Wiper
AB or OS
Master (*) +1 or 2 licensed
officers of watch, C/E (**), +1 licensed
2 or 3 respectively / engine officer on watch/
Heavy weather conditions
(***)
1 duty watch AB + 1 extra 1 Oiler or 1 Wiper
AB or OS
6. DURING SBM & STS OPERATIONS
1 licensed officer of watch
or Master (*) +1 licensed
officer of watch,
respectively / C/E (**), +1 licensed
engine officer on watch/
Whilst at SBM 1 or 2
1 duty watch AB + 1 extra
AB or OS, 1 Oiler or 1 Wiper

as dictated by the Master in

liaison with Mooring Master
1 licensed officer of watch
or Master (*) +1 licensed
officer of watch, C/E (**), +1 licensed
respectively / engine officer on watch/

During STS operations 1 or 2 1 Oiler or 1 Wiper and

1 duty watch AB + 1 extra
AB or OS, with M/E on stand-by
mode and Generator
Doubling
as dictated by the Master in
liaison with Loading Master
7. HOSTILE WATERS
C/E (**), 1 licensed
Master (*) +1 or 2 licensed engine officer on watch/
officers of watch,
2 or 3 respectively / 1 Oiler or 1 Wiper
When piracy threat is existing
(***)
1 duty watch AB + 1 extra
(in conjunction with any
AB + 1 OS specific Company
Security instructions)
8. BRIDGE WATCH CONDITIONS IN PARTICULAR GEOGRAPHICAL AREAS
When in Washington State 2 (in Master (*) +1 or 2 licensed
Waters and English Channel. normal C/E (**), +1 licensed
officers of watch, respectively engine officer on watch/
conditions
/
or 3 (in
The Master may increase the restricted 1 duty watch AB + 1 extra AB 1 Oiler or 1 Wiper
watch level, if he deems visibility) + 1 OS
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General Conditions Watch Cat. Bridge Manning (****) Engine Manning

necessary. All bridge watch
personnel have to sign the
Bridge Log when assuming
watch-standing duties.
When in Suez & Panama
Canals, Dover Straits, Danish 2 Master (*) +1 or 2 licensed
Straits, Singapore Strait, officers of watch, respectively
Torres Strait, Gibraltar Strait, (in normal /
C/E (**), +1 licensed
Hormuz Strait, Dardanelles/ conditions)
engine officer on watch/
Bosporus Strait and similar, or 3 1 duty watch AB +
1 Oiler or 1 Wiper
The Master may include areas in (in 1 extra AB + 1 OS
this category as per his past restricted
experience, judgment and visibility)
prevailing circumstances.

(*) The C/O may substitute the Master under special circumstances (e.g. on extended transit during pilotage) and
at the Master’s sole discretion.
(**) The First Engineer may substitute the Chief Engineer, to prevent excessive fatigue, at the Master’s discretion.
(***) It is up to Master’s discretion to judge whether his vessel’s manning resources, as well as the fatigue burdens
onboard, enable him to have 3 fit for duty Officers on-board, or to reduce the manning down to 2 fully fit officers
with proper satisfaction of rest hours restrictions.
(****) Through the Risk Assessment presented in form NAV27 “Identification of watch condition level through
risk assessment”, also necessity of presence of Pilot on the Bridge is assessed.
(*****) OS & Wiper may be assigned to carry our Watches provided they are holders of Watchkeeping License
Certification.

All bridge watch personnel must sign the Bridge Log when assuming watch-standing duties.

.2 Watch condition 1 – Officer's duties

This watch has only one licensed Navigation Officer on the Bridge. The vessel must
be navigated in accordance with the COLREGS, as dictated by the requirements of
good seamanship and as required by the Company’s instructions.

.3 Watch condition 2 - Officer's duties

This watch has 2 licensed Navigation Officers on the Bridge. Although one Officer is
usually the Master, under special circumstances the Master may delegate this post
to the C/O.

The Master or the delegated C/O is the coning Officer. He must co-ordinate and
supervise the overall watch organisation, regulate the vessel's course and speed,
supervise the safe navigation of the vessel and comply with the COLREGS and
traffic separation schemes.
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The OOBW must be primarily concerned with collision avoidance, communication

and navigation responsibilities as detailed below:

• Operate the Radars / ARPA and plot the CPA, course and speed of all targets.
• Ensure that own vessel course / speed input to ARPA equipment is maintained
current.
• Report plot information to the coning Officer and be certain it is acknowledged
correctly.
• Priority must be given to developing maximum information on nearby closing
targets, then on more distant targets which display constant or near constant
bearings.
• Provide "trial manoeuvre" information to the coning Officer for proposed course
/ speed alterations as directed.
• Maintain a navigation plot, marking the verification on the appropriate chart, as
required.
• Acknowledge Engine orders to the coning Officer.
• Operate the E/R telegraph or Engine Bridge control, check E/R
acknowledgements and / or Engine response and keep the revolution indicator
and speed log under observation to ensure correct own vessel speed input to
electronic equipment and that the required Engine performance is being
maintained.
• Verify the proper execution of steering orders.
• Co-ordinate bridge-to-bridge, ship-to-shore and ship-to-ship communications.
• Other duties as prescribed by the coning Officer.
• Properly maintain all Bridge logs and records.

The coning Officer must acknowledge the information received from the other
members of the watch by repeating it. The coning Officer must utilise the functions
of the other Officer on watch, to the fullest with the least possible confusion and
wasted effort.

.4 Watch Condition 3 - Officers' Duties

This watch has 3 licensed navigation Officers on the Bridge. Although the senior
Officer is usually the Master, under special circumstances this post may be
delegated to the C/O to act with 2 other deck Officers. This watch is the most critical
and calls for the most rigorous attention to priorities.

The Master or the delegated C/O as coning Officer must co-ordinate and supervise
the overall watch organisation, regulate the vessel's course and speed, supervise
the safe navigation of the vessel, and comply with the COLREGS and traffic
separation schemes.
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The coning Officer must acknowledge the information received from the other
members of the watch by repeating it. He must utilise the functions of the two other
Officers on watch to the fullest with the least possible confusion and wasted effort.

One Officer must be a dedicated anti-collision Officer. He must have no

responsibilities other than to operate the vessel's Radar / ARPA in order to:

• Operate the Radars / ARPA and plot the CPA, course and speed of all targets.
• Ensure that own vessel course / speed input to ARPA equipment is maintained
current.
• Report plot information to the coning Officer and be certain it is acknowledged
correctly. Priority must be given to developing maximum information on nearby
closing targets, then on more distant targets, which display constant, or near
constant bearings.
• Provide "trial manoeuvre" information to the coning Officer for proposed course
/ speed alterations as directed.

One Officer must be dedicated to navigation and communication duties as described

below:
• Monitor the navigation of the vessel by maintaining a navigational plot, plotting
verifications on the appropriate chart, keeping the coning Officer fully advised
of navigational progress and making certain that he acknowledges all
information correctly.
• Maintain the echo sounder and/or shallow water indicator in operation and
report the soundings to the coning Officer, making certain that the coning
Officer acknowledges the information accurately.
• Acknowledge Engine orders to the coning Officer.
• Operate the E/R telegraph or Engine Bridge control and check E/R
acknowledgement and / or Engine response for accuracy.
• Verify the proper execution of steering orders.
• Co-ordinate bridge-to-bridge, ship-to-shore and ship-to-ship communications.
• Other duties as prescribed by the coning Officer.
• Properly maintain Bridge logs and records.

Under the demanding navigational and traffic/visibility conditions imposed in Watch

Category 3 it is of utmost importance that the coning Officer guides the watch
personnel as a smoothly functioning team. The OOBWs must be alert and prepared
to advise each other and the coning Officer, of anything they notice, which consider
that influence the navigation of the vessel.
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4.4 Navigation Watch and Look-Out

Master: Ensure that watchkeeping arrangements are adequate for maintaining a safe navigational watch at all
times. Do not be constrained by any person from taking any decision which, in your professional judgment, is
necessary for safe navigation.
OOW:
• Maintain a proper look-out by sight and hearing, as well as by all other available means.
• Ensure that COLREGs are complied with at all times.
• Navigate the ship safely during the periods of duty, avoiding collision and stranding.
• Proceed at safe speed at all times. Do not hesitate to use the ship’s engines if needed.
• Comply with the national and international legislation, the Master’s standing and daily orders and industry
practices.
• Ensure that bridge watch manning levels are always kept at a safe level for the existing circumstances and
conditions. Maintain a safe navigational watch at sea or at anchor.

OOW: Refer to checklist NAV31 “Performing the Navigation Watch”.

4.5 Watch Handover

An effective watch handover must occur to ensure exchange of all important information between the relieving
and off-coming bridge team members (refer to form NAV02).
OOW – Handing Over the Watch:
• Ensure that the members of the relieving watch are fully capable of performing their duties. If suspecting
that the relieving officer is incapable of carrying out their duties effectively, notify the Master.
• Ensure all Master’s standing orders and daily orders are fully understood.
OOW – Taking Over the Watch:
• Ensure your vision is fully adjusted to the light conditions.
• Verify ship’s position, check the intended track, course and speed and note any dangers to navigation
expected during your watch.
• Be aware of the presence and movement of ships in sight or known to be in vicinity.
• Note the status of bridge equipment.
• Give watchkeeping personnel all appropriate instructions and information to ensure a safe navigational
watch, including maintenance of a proper look-out.
If at any time the OOW is to be relieved when a maneuver or other action to avoid any navigational
hazard is taking place, the watch handover process must be deferred until such maneuver or action
has been completed.

4.6 The Bridge Team and the Master

Bridge Team: Recognize and understand:

• The information that should be routinely reported to the Master
• The need to keep the Master updated
• The circumstances under which the Master must be called.
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Master: Consider carefully when taking the conn from the OOW may be appropriate; sometimes it is preferable
for the OOW to retain the control under your oversight/guidance.

You have the overriding authority and responsibility to make any necessary decision for the safety
of navigation. Your presence on the bridge does not remove the responsibility for navigation from
the OOW, and the OOW remains in control of the watch, unless you explicitly state otherwise.

The process of the Master taking over the conn of the ship is as follows:
• The Master clearly states that he is taking over the conn.
• The OOW repeats Master’s orders, giving the Master the conn.
• Relevant entries must be made on the Bridge Log Book.

4.6.1 Bridge Teamwork

The performance of a bridge team relies on leadership, teamwork, communication and good
management.
Master:
• Ensure the bridge team always has a plan of actions for emergencies available.
• Brief and debrief the bridge team before and after specific bridge operations.
• Enforce situational awareness between bridge team members.
• Ensure preemptive anticipation of dangerous situations.
• Be ready to recognize a sequence of errors that could lead to dangerous situations.
• Receive any necessary action to break the identified chain of errors and avert a
possible dangerous condition.
• Encourage the bridge team members to raise any safety concern or doubt without any
fear of reprisal or ridicule and challenge the operational decisions at all levels
(Challenge and Response approach), provided that the immediate safety of the ship
is not compromised.

Under no circumstances should a “challenge and response” approach be considered as

undermining the authority delegated to OOW by the Master.

• Foster an environment where every bridge team member has a role and feels valued,
provided that unacceptable behavior is not tolerated.
• Treat any mistake made, provided it is not intentional or caused by carelessness, as a
learning opportunity. Encourage the “No Blame” culture and provide the personnel
with confidence to admit any mistake, targeting to a safer bridge environment.
• Encourage the bridge team members to practice the “Thinking Aloud” technique
which consists of speaking aloud while thinking through or describing actions as they
are done.

4.6.2 Briefing and Debriefing

Briefing and debriefing is useful to help the bridge team improve operations such as:
• Arrivals, departures and approaches to challenging navigation areas
• Mooring / Unmooring operations
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• Emergency responses
• Pilotage, assisting other ships, and Search and Rescue.
Master:
• Brief the bridge team. Ensure all bridge team members know their duties and any
special instructions or concerns for the operation.
• Prepare a short briefing of E/R personnel if necessary.
• Debrief the bridge team. Allow them to review the operation’s strengths and
weaknesses, suggest improvements to safety, communications and problem-solving
skills.
• Record briefing and debriefing minutes on the Bridge Log Book.

4.6.3 Situational Awareness

Situational awareness means having a good perception of the ship’s surroundings at all times. This
includes knowing where the ship is, where it is planned to be, and whether any other ship, event or
conditions developing nearby jeopardize the ship’s safety. Situational awareness depends on:
• The bridge team’s ability to use information effectively and experience
• The absence of distractions.

Good situational awareness is essential for safe navigation.

Master / OOW:
• Be aware of the ship’s position relative to her surroundings.
• Use all your senses: sight, hearing, smell, touch, even taste. Trust your instincts and
experience to offer valuable insights.
• Share the task of situational awareness among the bridge team.
• Exercise bridge team management and encourage open communication.
• Be familiar with the use of bridge equipment and understand their strengths and
weakness.
• Cross-check information provided by an electronic source (e.g., ECDIS) with another
electronic source (e.g., RADAR) and/or visual observations.
• Do not get distracted by unnecessary information.

Avoid over-reliance on individual electronic systems for developing and maintaining

situational awareness. LOOK OUT OF THE WINDOW.

4.6.4 Navigational Training

One of the most essential skills for achieving competency as navigating officer is establishing
proficiency in ship maneuvering and handling.
The Company:
• Provides additional briefing, familiarization, or training, if required.
• Provides simulator-based navigational assessment at recognized training centers and
evaluates bridge team on:
o Knowledge and application of COLREGS
o Bridge Team management behaviors
o Response to emergency navigation situations
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o Specialized disciplines, e.g., ice navigation

o Multi-scenarios.
• Ensures that Senior Officers receive appropriate ship handling training at intervals not
exceeding 5 years, prior to promotion in next rank or assignment to a new ship type.
• Ensures that the BRM/BTM training team composition reflects the nationalities of the
bridge team members onboard managed ships.
• Uses BRM/BTM training to enhance the dynamics among the BT members and to
increase awareness about cultural diversity, communication style, and hierarchy bias.
• Conducts team-based or individual training at assessed/approved training centers.

A factual knowledge and an understanding of the conceptual requirements of ship handling is not
enough. There is no substitute for experience.
Master:
• Allow navigating officers to acquire ship handling experience, under supervision,
whenever safe to do so. Provide them with relevant necessary training, which can vary
from picking up a pilot and maneuvering in an anchorage, to docking and un-docking
and handling the ship in areas of concern (channels, straits, rivers) and demanding
environmental conditions (heavy weather, ice conditions).
• Train and mentor navigating officers (including deck cadets) in ship handling, whenever
possible, if the conditions prohibit officers from practicing the ship handling on the spot.
• Provide the appropriate degree of guidance during training according to the navigating
officer’s experience level.
• Give detailed evaluation and feedback to OOW as soon as possible following the
training.
• Document the competency development (see form C 003).

Only through efficient teaching, proper application of skills and sincere mentoring can
confidence in ship handling be attained.

By providing this type of supervised training the Master will:

• Develop the necessary confidence for navigating officers to excel.
• Have ample competent and experienced officers as back-up.

The C/O can substitute the Master, during prolonged periods of enhanced bridge composition,
always at the Master’s discretion.

• Train Officers aspiring to become Masters or assigned in a new ship type.

• Command respect by the Navigating Officers.

C/O: Perform at least 8 watchkeeping duties as responsible OOW per month.

4.6.5 Bridge Team familiarization

The main aim of familiarization training is to make the new bridge team member (including Master)
aware of important navigation procedures while en-route or during emergency situations.
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The Company provides appropriate training ashore for complex navigation equipment and systems
such as ECDIS, at approved training centers, before joining. However, familiarization with the specific
equipment installed onboard is always required.

Upon new personnel embarkation, the Officer in charge of training (i.e., C/O) must start the
familiarization process which must be completed within a reasonable period (not exceeding 7 days).

Officer in charge of training / familiarization:

• Ensure the new bridge team member are familiar with the bridge layout and relevant
navigation equipment (using form NAV26a “Bridge Equipment Familiarisation”) and
procedures, before assuming the first bridge watch. Explain the specifics of individual
equipment (including any faults).
• Verify that the newcomer recognizes and understands how to respond correctly to
alarms and warnings.
• Ensure the new bridge team member understands the status of ship’s engines and
other machinery, and any restrictions or limitations on maneuverability.
• Prioritize the familiarization with bridge equipment to the use of the RADAR system,
ECDIS, helm and propulsion controls, as well as the readouts for GNSS, gyro and other
essential repeaters. Over time, learn each item of equipment in-depth.

Self-teaching manuals, videos or computer-based training (CBT) programs can be used onboard as
aid to familiarization; however, these methods are complements and do not replace the familiarization
process with equipment and procedures.

4.6.6 Master’s Navigational Audit (see CP 07)

The Master’s Navigational Audits reinforce best practices and behaviors in bridge team since they
provide the opportunity to verify understanding of standing orders and individual responsibilities,
compliance with Fleet Instructions Manual and industry best practices.

4.7 Publication References

Bridge Team Member: Refer to the following publications available onboard:

• “Bridge Procedures Guide” (International Chamber of Shipping)
• “Bridge Team Management – A practical Guide” (The Nautical Institute)
• “Bridge Watch Keeping” (The Nautical Institute).

4.8 Night Vision

During darkness the bridge team must have adequate night vision to maintain proper look-out. The Company
provides cut-out switches to doors leading into the bridge so that adjacent light sources are temporarily switched
off when doors are opened.
OOW:
• Allow oncoming watchkeepers to adjust their vision to ambient light conditions before watch changeover.
• Ensure lighting in the bridge and adjacent areas is of low intensity and colored red.
• Use blackout curtains to control light levels when no other means of blocking it are available.
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• Use the appropriate display settings to control the light from navigation equipment, as it can impair night
vision.
• Avoid using deck lighting during darkness as it significantly affects night vision.
• Ensure that externally facing accommodation windows have suitable light exclusion curtains that are closed
during the hours of darkness, along with all external accommodation doors to avoid impeding night vision.

Even on a momentary exposure to bright light can temporarily impair night vision and, during the
subsequent readjustment period, the ability to maintain an effective look-out.

4.9 Fitness for Duty

A bridge team member is fit for duty when he is physically and psychologically qualified to carry out his duties
safely without posing a risk to themselves, their shipmates, or their ship and its mission.
The Company:
• Ensures that managed ships are sufficiently manned with qualified and rested personnel who can maintain
a safe navigational watch at all times. Minimum manning levels are specified in CP02 – Manning
Procedure.
• Provides fatigue awareness and training at regular intervals.
• Establishes a healthy shipboard environment.
• Analyses any fatigue related event (near miss and incident) reported.
Master:
• Ensure compliance with minimum hours of rest and maximum hours of work, as per MLC and STCW:
o Minimum of 77 hours rest in any 7 days period
o Minimum of 10 hours rest in any 24 hours period
o The 10 hours rest period should not be split into more than 2 periods, one of which should be at least
6 consecutive hours, with intervals between rest periods not exceeding 14 hours.
• Compensate extended watchkeeping hours with longer breaks before resuming the next duty period.
• Post watchkeeping duties on the bridge and ensure that they reflect the actual watchkeeping
arrangements onboard.
• Create an open communication environment, by explaining to bridge team members the importance of
informing you or C/O when there are not fit for bridge duty.
• Monitor and assess bridge team members “level of fatigue” before receiving their assigned duties to ensure
safe task completion
• Ensure all bridge team members are getting adequate sleep.
• Reappraise watchkeeping patterns and areas of responsibility onboard to establish the most efficient use of
resources, such as sharing long periods of BWC-III between all the OOW.

Bridge Team:
• Report to Master and/or C/O any fatigue impairment in yourself and others.
• Record and report actual hours of work and rest as required by the MLC and STCW.
• Monitor and effectively manage sleep. Get enough sleep to recover physically and mentally.

Outgoing OOW: During watch hand-over, ensure that your relief is fit for duty.
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4.9.1 Stress and Watchkeeping

Stress leads to physiological, cognitive and behavioral changes and responses. Bridge watchkeeping
is strenuous, and exposes bridge team members to an increased number of work-related stressors
such as fatigue, long hours, monotony, noise, vibration, a multinational environment, limited recreation,
isolation, etc.).

The Company:
• Establishes adequate measures to recognize and ensure appropriate support to
seafarers suffering from stress.
• Handles through established processes any multicultural issues to prevent language
barriers and social, cultural and religious isolation.
• Provides access to counselling services to assist in any issues arising from stress and
implements a consistent stress management program.
• Ensures adequate resources, including crewing levels.
• Provides adequate shore leave, onboard recreation and family communication.
Master:
• Be aware of bridge team member’s optimal level of workload and stress, and have
realistic attitudes towards them.
• Communicate effectively with bridge team members.
• Monitor and observe behaviors indicating stress development. Seek instructions from
experts in severe cases of seafarer’s stress onboard.
• Reduce, as much as possible, the time bridge team members need to spend doing
continuous physically and mentally demanding work (e.g., navigation in congested
waters).
• Promote supportive relationships onboard and resolve interpersonal conflicts between
seafarers immediately.
• Rotate repetitive and monotonous bridge tasks.
• Allow time for effective watch hand-over.
Bridge Team:
• Get adequate sleep and rest to maintain energy levels.
• Eat a healthy, balanced diet with limited caffeine intake.
• Partake in alternative activities and hobbies.
• Receive support and advice from colleagues and family.
• Reorganize priorities.
• Discuss the issue with Master. In case of chronic stress, consult a health professional.
• Do not hesitate to ask for a substitute in cases where you feel affected by stress.

4.10 Bridge Distractions Avoidance

Distractions on the bridge are jeopardizing the ship’s navigational safety and cause interference to the ship’s VDR
audio recording system.
Master:
• Ensure bridge access is limited only to those with operationally-related tasks.
• Prohibit use of mobile phones (including the pilot’s), except when required for:
o Information related to ship’s operation
o Emergency contact.
• Prohibit use of personal electronic devices (e.g., pagers, tablets, MP3 players, etc.).
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• Restrict the use of computers on bridge to official ship work.

• Restrict internet and email access only to:
o Updates for nautical charts and publications, licenses and permits.
o Weather information
o Navigational warnings
o Information relevant to ship’s operation and passage plan.
• Prohibit listening to music on the bridge.
• Prohibit any routine non-essential paper work during the watchkeeping hours.
• Prohibit any task irrelevant to navigation watch on bridge.
• Ensure a quiet bridge to allow VHF radio calls and sound signals to be heard.
• Reduce to minimum the background noise from navigation equipment (e.g., VHF radio).
• Ensure appropriate night vision (refer to paragraph 4.8)

4.11 Safety Rounds

At night, ensure that between 1800 and 0800 hours the A/B going on watch carries out a Fire/Safety Patrol and
an entry is made in the Deck Logbook, as per NAV02 “Taking Over the Watch Checklist” to ensure:
• There is no imminent safety (e.g., fire) or security risk
• No person is in danger
• The accommodation space internal and external doors (incl. watertight) are well closed
• There are no loose objects within the accommodation area
• All the blackout curtains are closed, in order to control light level and ensure proper night vision to the bridge
team.
Look-out:
• Do not leave the bridge during your watchkeeping duties. Perform the safety round after being properly
relieved by another look-out.
• Maintain a direct communication (i.e., walkie-talkie) with the OOW during the safety round.
• Report any findings to the OOW immediately and sound the alarm if necessary.
OOW:
• Verify adequate communication with the look-out performing the safety round at all times.
• Record safety round times and any findings upon completion in the Bridge Log Book and the relevant form
NAV30 “Safety Rounds”.

4.12 Communication with the Engine Room

Clear, concise and closed-loop communication between the bridge and the ECR is vital for the safe and efficient
ship operation.
Note: Closed-loop communication is when a person gives a message and gets an acknowledgement from the
person who receives the message.
OOW:
• Update the C/E with the anticipated maneuvering requirements and/or conditions of sailing (e.g., areas
where the ship’s machinery may be affected due to external conditions such as ice or seaweed).
• Provide at least 2 hours’ notice prior engine’s stand-by operation mode.
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• Give reasonable notice before the ship enters areas under restrictive environmental controls (e.g., emission
control areas).
• Communicate information on any changes in the weather, air temperature, the condition of traffic, visibility
and any other relevant conditions.
• Ensure adequate communication between bridge and ECR during maneuvering and/or critical operations.
• Be familiar with all communication equipment on the bridge and the back-up communication equipment used
during a power shortage.

During critical operations, favor the talkback intercom system (e.g., walkie talkies) for communication
with E/R, as it ensures awareness of everybody in the E/R and on the bridge.

C/E:
• Notify the bridge if an engine and/or any other system or equipment affecting the ship’s safe navigation
becomes unavailable. Provide details and time needed for repairs.
• Discuss with Master on the daily meeting the planned maintenance on key equipment and systems and
receive agreement from the Master to proceed or not.

4.12.1 Unattended Machinery Space (UMS) Operation

UMS is a marine automation system for ship’s E/R. The ships certified as UMS do not usually have
E/R officers on watch in the E/R from 1700 hours to 0700 hours. In case of any machinery malfunction,
an alarm will be sounded in the E/R as well as in the ‘on duty’ engineer’s cabin. It’s then the engineer’s
duty to go down in the E/R and investigate the alarm.

Master: Suspend UMS operation in the following cases:

• Restricted visibility/confined water/heavy traffic
• Approaching or leaving a port
• A defective E/R equipment requires continuous monitoring
• At sea or at anchor when BWC requires the E/R to be manned
• When the cargo handling demands a high and variable load on the electrical generating
plant
• When port regulations prohibit any unmanned E/R
• With any fire, major alarm, or safety system inoperative, including any fire detection
system zones isolated
• If any propulsion backup equipment is inoperative
• With any major control or communication system inoperative
• If the bridge console is inoperative
• In other contingencies.

OOW:
• Coordinate with the E/R officer of the watch and implement the checks as per form
NAV11 “Unmanned E/R operations – Bridge Checklist” before switching to
unattended mode (for ships certified for UMS).
• Record any change in the E/R manning condition in the Bridge Log Book.

During UMS period, no one is permitted to enter the machinery spaces without approval of
OOW.
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Engineer Officer of Watch:

• Inform the OOW when:
o Switching to UMS operation.
o Entering and exiting unattended machinery spaces.
o Switching back to attended operation.
• Advise the OOW when entering the machinery space, during UMS, with:
o The time needed to remain in the machinery space
o The communication method (e.g., regular agreed calls via walkie talkie).
If the E/R officer of watch fails to contact the OOW at the pre-specified intervals or if the
Dead Man Alarm is activated then:
OOW: Attempt to contact E/R officer of watch on portable radio and/or any other applicable
mean (e.g., telephone). Should this fail then immediately inform Master and C/E.

During Safety Rounds During Alarm Acknowledgement

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4.13 Navigation under Different Conditions

4.13.1 Navigation in Coastal or Restricted Waters

Coastal or Restricted Waters navigation is a navigational method concerning the ship’s movement in
relation to the approximate shore, visible objects in the sea (islets, rocks, buoys, light ships) and sea
depths. Coastal or Restricted Waters navigation demands great experience.
Master: Ensure that the bridge team fully understands the increased dangers of navigation in coastal
or restricted waters and maintains situational awareness.
OOW (Refer to NAV05a “Navigation in coastal waters”):

• Use the most suitable large scale ENCs available for coastal or restricted waters
passage.
• Check that there is full control of engine (i.e., test the engine ahead and astern) and
steering functions (i.e., test the steering gear hard-over-to-hard-over, from all manual
steering positions on the bridge and start both steering gear power units) before
entering restricted or coastal waters.
• Verify ship’s position at regular intervals (see paragraph 2.2).
• Identify all navigational marks included in the ENCs.
• Be aware of the mandatory reporting requirements for routing schemes.
• Consider the ship’s draft and maneuvering characteristics that may affect the safety of
navigation in restricted waters.
• Calculate the ship’s squat at frequent intervals. Consider the effect of ship’s speed on
squat. In shallow waters, squat may have a critical effect on ship’s maneuverability and
UKC.
• Consider the bank effect and its impact to ship when transiting rivers or narrow
channels.

1. Wave Wash Effect

Wave Wash is the “erosive” action on shores or embankments or the damages to anchored, moored
or passing ships caused by lapping or breaking of waves. This effect may be caused by physical
reasons or by increased speed of the ship in a narrow channel.
Master:
• Be extremely cautious when streaming in narrow waters.
• Adjust the ship’s speed to minimize the creation of wave wash.
• Discuss the wave wash effect with the pilot, if available, during the Pilot / Master
information exchange process, evaluate the conditions and adjust the ship’s speed
accordingly. This agreement should be formally recorded either in the Pilot Card or in
the Bridge Log Book as follows: “Critical areas of the piloting passage were
thoroughly discussed and the safe speed to avoid Wave Wash effect and
consequent damages was agreed.”

4.13.2 Navigation in Traffic Separation Schemes (TSS)

TSS is a maritime traffic-management route-system ruled by IMO. The traffic-lanes (or clearways)
indicate the general direction of the ships in that zone; ships navigating within a TSS all sail in the same
direction or they cross the lane in an angle as close to 90o as possible.
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Master:
• Ensure that COLREG Rule 10 “Traffic Separation Schemes” has been considered.
• Brief the bridge team briefing on the risks, including traffic anticipated during TSS
transit.
• Adjust the bridge watch category as per the bridge manning matrix in paragraph 4.2.

OOW (refer to checklist NAV05b “Navigation in TSS”):

• Strictly adhere to COLREG Rules 5 “Look-Out”, 6 “Safe Speed”, 7 “Risk of Collision”

and 8 “Actions to Avoid Collision”, as to avoid collision, within an area of heavy traffic.
• Be aware that except where there are special local rules to the contrary, the other
Steering and Sailing Rules (Section II – Conduct of ships in sight of one another and
Section III – Conduct of ships in restricted visibility) apply within a Scheme as they do
elsewhere at sea. Ships proceeding in a TSS do not have priority over crossing traffic.
• Cross the TSS, if needed, on a heading as nearly as practicable at right angles to the
direction of traffic flow. This minimizes the time a crossing ship is in the lane
irrespective of the tidal streams and should lead to a clear encounter situation with
ships passing through the main traffic lanes.
• Consider the width of the lane and the draft restrictions.
• Proceed with steering gear tests before entry into the TSS.
• Engage manual steering before entry with 2 steering gears running.
• Ensure readiness and availability of engines before entry into the TSS.
• Consider whether to adopt “constrained by draft” status.
• Be careful with the ships ahead, as they may reduce speed without notice.
• Make full use of the RADAR / ARPA trial maneuver function.
• Be aware of the behavior of fishing ships. While fishing is permitted in a separation
zone in any direction, fishing ships operating in the traffic lane must comply with the
rules. However, in practice, this is not always the case; therefore, keep a close watch
for sudden alterations of course from fishing ships, even when within the TSS.

Navigating Officer:
• Consult the current IMO publication “Ships Routeing” to determine whether a particular
scheme included in the passage plan has been adopted by IMO, during the passage
appraisal stage.
• Expand the XTC on the active ECDIS route plan, to include the available width of the
traffic lane and establish sea room to maneuver within the limits of safe water.
• Include information/guidance for routes through TSS, in the NAV01 “Passage Plan”.

4.13.3 Areas of Sensitive Nature

While the navigation related incidents hotspots are generally spread out across the globe, narrow
waters, especially rivers and estuaries, straits and canals are particularly incident-prone.
In addition to geographical factors, the risk of incidents in the above-mentioned geographical areas is
increased due to the:
• Heavy traffic,
• Vessel’s type behavior (e.g., fishing boats, sailing boats),
• Higher speeds.
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The company has defined the following as areas of sensitive nature:

Master:
• Conduct a Risk Assessment prior entering areas of sensitive nature and advise
operation and marine department accordingly.
• Assess and discuss with bridge team and chief engineer, all the risks associated with
the geographical factors and / or ship’s behavior when transiting areas of sensitive
nature, during the passage planning stage.
• Increase bridge watch category to level II or III. Safety of navigation lies with the bridge
team, with support from engineering team.
• Proceed with a bridge team briefing, prior entering areas of sensitive nature. Discuss
the mitigating measures identified in the relevant Risk Assessment.
• Ask company (i.e., operation and marine department) and third-party contractors (e.g.,
coastal authorities, agents) to support the bridge team with relevant information about
area’s transit.
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• Check that there is full control of engine (i.e., test the engine ahead and astern) and
steering functions (i.e., test the steering gear hard-over-to-hard-over from all manual
steering positions on the bridge and start both steering gear power units) before
entering within areas of sensitive nature.
• Adopt safe speed during area’s transit.
• Consider the ship’s draft and maneuvering characteristics that may affect the safety of
navigation during area’s transit.
• Be aware of the mandatory reporting requirements for routing schemes.
• Ensure that COLREGs are properly implemented.
• Ensure that both RADARs are in operation and that steering mode is switched to hand
steering with 2 steering gears running.
• Be aware of other vessels behavior, especially small crafts, fishing vessels and sailing
boats.
OOW:
• Use the most suitable scale ENCs available for area’s transit.
• Verify ship’s position at regular intervals (refer to paragraph 2.2 and / or Master’s
Standing Orders)
• Check the ship’s squat and UKC at frequent intervals. Consider the effect of ship’s
speed on the squat.
• Refer to checklist NAV05a & b.

Navigating Officer:
• Consult the current IMO publication “Ships Routeing” to determine whether a particular
scheme included in the passage plan has been adopted by IMO, during the passage
appraisal stage.
• Include information/guidance for routes through areas of sensitive nature, in the
passage plan (form NAV01).

1. Prohibited Areas
The Company expressly prohibits the passage of any of the managed ships in the following waters:
• Hjelmdyb (Skaggerak area)
• Falsterbo Canal (Sweden)
• In side “Aliwal Shoal (South Africa area)
• Between the Kuria Muria Islands and the mainland of Arabia
• The Bonifacio Strait unless in ballast condition
• The area of Taiwan Banks
• Between the Margarita Island and the mainland of Venezuela
• National Marine Park of North Sporades.
The above prohibition could be waived only in exceptional circumstances and only by decision of the
Company Management.

4.13.4 Restricted Visibility

Restricted visibility includes fog, mist, snow, heavy rain and sandstorms, any situations where the OOW
cannot see the other ship or its navigation lights.
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Visibility below 5 nautical miles is considered restricted.

Different rules apply in restricted visibility. There are no “stand-on” or “give-way” ships. Managed ships
are required to determine whether a close-quarters situation is developing and if collision risk exists. If
the likelihood of a close-quarters situation is detected then ships must take appropriate action to prevent
the close-quarters situation from developing.
Master / Con:
• Adjust the bridge watch category according to bridge manning matrix in paragraph
4.2.
• Adapt a safe speed (COLREG Rule 6) based on prevailing circumstances and
conditions of restricted visibility. Have the ship’s engines ready for immediate
maneuvering.
• Use all available means (e.g., set in operation all available RADARs onboard) and
sound signals (COLREG Rule 35), combined with your experience and good
seamanship to judge potential close quarter situations. Do not over-rely on calculated
CPAs and TCPAs from ARPA. Consider navigational constraints, environmental
factors and the ship’s maneuverability.

Always be prepared to give way to ships you cannot see.

• Take timely preventive action, if a close quarters situation is developing and/or collision
risk exists, provided that when such action consists of an alteration of course, the
following are avoided as far as possible:
o An alteration of course to port for a ship forward of the beam, other than for a
ship being overtaken (COLREG Rule 19d(i)).
o An alteration of course towards a ship abeam or abaft the beam (COLREG Rule
19d(ii)).
• Reduce ship speed to the minimum which can maintain course when:
o A fog signal from another ship heard apparently forward of ship’s beam
o A close-quarter situation with another ship forward of ship’s beam cannot be
avoided.
• Ensure that the following COLREG Rules are always implemented:
o Rule 7 on risk of collision, there is a risk of collision if you are in any doubt.
o Rule 5 on look-out, always maintain a proper lookout by sight and hearing.

OOW (Refer to checklist NAV07 “Navigation in restricted visibility):

• Call the Master in ample time to assist in assessing the situation.

• Make entries in the Bridge Log Book.
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Collision Regulations in Restricted Visibility

4.13.5 Heavy Weather Conditions

Heavy weather conditions include wind induced waves or heavy swell. When sailing in heavy weather
conditions, a ship may encounter various dangerous phenomena, which can lead to capsizing or severe
roll motions jeopardizing cargo, equipment and persons onboard. The sensitivity of a ship to these
phenomena will depend on its stability parameters, hull geometry, ship size and speed. This implies
that the vulnerability to dangerous responses, including capsizing, and its probability of occurrence in
a particular sea state may differ for each ship.

Heavy weather conditions are defined as wind of Beaufort Scale 8 and above and/or
significant wave height of 4 m or above.

Master / Con:
• Reduce speed/alter course, if necessary, in heavy weather, if excessive rolling,
propeller emergence, water on deck or heavy slamming occurs. Consider the following
when deciding on appropriate course and speed in adverse weather conditions:
capsizing, heavy rolling with the risk of damage, damage through slamming,
longitudinal or torsional stresses, effects of waves in shallow water or current and risk
of collision or stranding.
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• Engage manual steering and adjust the bridge watch category according to the bridge
manning matrix in paragraph 4.2.
• Ascertain that ship complies with the criteria of the Intact Stability Code. Take
measures to assure the ship’s watertight integrity. Re-check the securing of cargo and
equipment.
• Monitor prevailing weather conditions/forecast and obtain available weather reports.

OOW (Refer to checklist NAV09 “Navigation in Heavy Weather”:

• Be alerted to weather and sea sate changes that may affect personnel, environment,
property and cargo.
• Call the Master in ample time to assist in assessing the situation.
• Inform the C/E of changes in environmental conditions.
• Prohibit any access to main deck without Master’s approval.
• Make proper entries in the Bridge Log Book

1. Dangerous Phenomena during Heavy Weather

1. Phenomena occurring in following and quartering seas.
A ship sailing in following or stern quartering seas encounters the waves with a longer period than in beam,
head or bow waves, and principal dangers caused in such situation are as follows:
o Surf-riding and broaching-to: When a ship is situated on the steep forefront of a high wave in
following or quartering sea conditions, it can accelerate to ride on the wave. This is known as surf-
riding. In this situation the so-called broaching-to phenomenon may occur, which endangers the
ship to capsizing due to a sudden change of the ship’s heading and unexpected large heeling.
o Reduction of intact stability when riding a wave crest amidships: When a ship is riding on the
wave crest, intact stability can decrease according to changes of the submerged hull form.
Particularly for wave lengths within the range of 0.6-2.3 L (L is the ship’s length), the stability
reduction is nearly proportional to wave height. This situation is dangerous in following and
quartering seas, because of the increased duration of riding on the wave crest, and therefore of
reduced stability.

2. Synchronous rolling motion.

Large rolling motions may occur when the natural rolling period of a ship coincides with the encounter
wave period. In following and quartering seas this may happen when the transverse stability of the ship is
marginal and the natural roll period is extended.

3. Parametric roll motions.

Parametric roll motions with large and dangerous roll amplitudes in waves are due to the variation of
stability between the position on the wave crest and the position in the wave trough. Parametric rolling may
occur in 2 different situations:
o The stability varies with an encounter period TE that is about equal to the roll period TR of the ship
(encounter ratio 1:1). The stability attains a minimum once during each roll period. This situation is
characterized by asymmetric rolling, i.e., the amplitude with the wave crest amidships is much
greater than the amplitude to the other side. Due to tendency of retarded up-righting from the large
amplitude, this kind of parametric rolling may occur with a wide bandwidth of encounter periods. In
quartering seas, a transition to harmonic resonance may become noticeable.
o The stability varies with an encounter period TE that is approximately equal to half the roll period
TR of the ship (encounter ratio 1:0.5). The stability attains a minimum twice during each roll period.
In following or quartering seas, this may only occur with very large roll periods, indicating a marginal
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intact stability. The result is symmetric rolling with large amplitudes, with the tendency of adapting
the ship response to the period of encounter due to reduction of stability on the wave crest.
Parametric rolling with encounter ratio 1:0.5 may also occur in head and bow seas.

Other than in following or quartering seas, where the variation of stability is solely affected by the waves
passing along the ship, the frequently heavy heaving and/or pitching in head or bow seas may magnify
stability variation, in particular due to the periodical immersion and emersion of the flared stern frames and
bow flare of modern ships. This may lead to severe parametric roll motions even with small wave induced
stability variations.
The ship’s pitching and heaving periods are usually equal to the encounter period with the waves. How
much the pitching motion contributes to the parametric roll motion depends on the timing (coupling)
between the pitching and rolling motion.
4. Combination of various dangerous phenomena.
The dynamic behavior of a ship in following and quartering seas is complex. Ship motion is 3-dimensional
and various detrimental factors or dangerous phenomena like additional heeling moments due to deck-
edge submerging, water shipping and trapping on deck or cargo shift due to large roll motions may occur
in combination with the above phenomena, simultaneously or consecutively. This may create dangerous
combinations, which may cause ship capsize.
Master: Perform ship handling as follows, to avoid dangerous situations when navigating in severe
weather conditions:
1. For Surf-riding and Broaching-to:
Surf-riding and broaching-to may occur when the angle of encounter is in the range 135°<α<225°
and the ship speed is higher than (1.8 √L) / cos (180−α) (knots). Take the speed, the course or
both outside the dangerous region reported in following figure.

2. For successive high-wave attack:

When the average wave length is larger than 0.8 L and the significant wave height is larger than
0.04 L, and at the same time some indices of dangerous behavior of the ship can be clearly seen,
do not to enter in the dangerous zone as per the next figure. When the ship is in this dangerous
zone, reduce speed or change course to prevent successive attack of high waves, which could
induce risk due to reduced intact stability, synchronous rolling motions, parametric rolling motions
or combination of various phenomena.
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The dangerous zone indicated in next figure corresponds to conditions in which the encounter wave
period (TE) is nearly double (i.e., about 1.8-3.0 times) the wave period (TW).

3. Synchronous rolling and parametric rolling motions:

Prevent synchronous rolling motion occurring when the encounter wave period TE is nearly equal
to the natural rolling period of ship TR. To avoid parametric rolling in following, quartering, head,
bow or beam seas select the course and speed in a way to avoid the encounter period being close
to the roll period (TE = TR) or the encounter period being close to 1/2 of the ship roll period (TE =
0.5 x TR).
The period of the encounter TE may be determined from the formula presented above.

Note: TW= wave period, ΤΕ= encounter period with waves, α = angle of encounter (α=0o in head
sea, α= 90o for sea from starboard side), TR= natural period of roll of ship, L= Length between
Perpendiculars.

2. Access to Main Deck during Heavy Weather

No seafarers should be on deck in conditions that the Master considers adverse weather unless it is
necessary for the safety of the ship, crew, or the safety of life at sea.
Master: Permit the access to main deck only when the situation dictates to take urgent safety
measures, provided:
• A Risk Assessment is undertaken.
• The seafarers go on deck in pairs or teams, supervised by a competent person.
• The ship is handled with caution to provide suitable lee to the exposed personnel.
• Adequate communication between bridge and personnel on deck is maintained.
• Any seafarers required to go on deck during adverse weather wear a suitable lifejacket,
a safety harness (which can be attached to lifelines) and waterproof PPE, including full
head protection, and are equipped with a water-resistant UHF radio.
• All safety precautions are taken to prevent injury or man overboard situations pursuant
to FIM-B and form HSH14 “Working Aloft or Overside”.
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4.13.6 Weather Forecast

Pay attention to weather forecasts which may be enhanced by receipt and careful use of facsimile
weather charts.
Master:
• Make an early course and/or speed alteration to avoid passing through or too close to
severe depression center. Advise the Operation Manager, Marine Manager/ Senior
Marine Superintendent and Charterers for your decision.
• Ensure that the safety of the ship, its crew and its cargo has always priority over the
ETA.

4.13.7 Weather Routing

Weather routing develops an optimum track for ship’s voyages based on forecasts of weather, sea
conditions, and a ship’s individual characteristics for a particular transit. It aids maximum safety and
crew comfort, minimum fuel consumption and minimum time underway.

The Company provides Master with a weather routing advisory service which:
• Reduces or avoids effects of specific adverse weather and sea conditions by issuing
initial route recommendations prior to sailing based on weather and sea forecasts
between the point of departure and the destination. It takes into account the type of
ship, hull type, speed capability, safety considerations, cargo, and loading conditions.
• Monitors the ship’s progress continually, and transmits a weather advisory.
• Recommends track changes while underway (diversions), and weather advisories to
alert the Master about approaching unfavorable weather and sea conditions which
cannot be effectively avoided by a diversion. Adverse weather and sea conditions are
those conditions which will cause damage, significant speed reduction, or time loss.
• Maximizes both speed and safety.
• Attempts to reduce transit time by avoiding the adverse conditions which may be
encountered on a shorter route, or if the forecasts permit, diverting to a shorter track to
take advantage of favorable weather and sea conditions.
Master:
• Ensure prudent seamanship and safe navigation at all times, regardless of weather
routing.
• Ensure all bridge team members are familiar with the dedicated software for weather
routing onboard, if available.

4.13.8 Tropical Revolving Storm (TRS)

A TRS is a storm system with a low-pressure center, around which winds of gale force (34 knots or
force 8) or more blow spirally inwards, anticlockwise in the Northern Hemisphere (NH) and clockwise
in the Southern Hemisphere (SH). TRS are also known as tropical cyclones, hurricanes and typhoons,
depending on their location.
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TRS originate in latitudes between 5° and

20° and travel between W and WNW in the
Northern Hemisphere and between W and
WSW in the Southern Hemisphere, at
approximately 12 knots. Along their track,
they curve away from the equator – curve
to N and then recurve to NE in the Northern
Hemisphere; curve to S and then recurve
to SE in the Southern Hemisphere,
causing it to travel around the oceanic high
(situated at about 30°N and 30°S in the
middle of large oceans). After recurving,
the speed of travel increases to about 15
to 40 knots. Sometimes, a TRS does not
curve or recurve at all, but continues on its
original path, crosses the coast and
dissipates quickly thereafter due to friction
and lack of moisture. It is important to note
that all TRSs do not follow such definite
paths and speeds. In their initial stages,
occasional storms can remain practically
stationary or make small loops for as long as 4 days.

Note: Track - The route over which a TRS is already passed. Path -The predicted route, over which,
there is a possibility of the TRS passing at near future. Vertex - The westernmost point, of the TRS,
when recurving takes place.

Semi-circles: If a storm is split into 2 parts along the

route:
• Right-hand semicircle (RHSC): It is
the half of the storm the right of an
observer facing along the storm’s
route. For a stationary observer, the
wind veers steadily.
• Left-hand semicircle (LHSC): It is the
half of the storm to the left of an
observer facing along the route of the
storm. For a stationary observer, the wind backs steadily.
In the Northern Hemisphere (NH), conditions on the
right-hand side of storm direction are more severe
than those on their left-hand side. For that reason, in
Northern Hemisphere (NH), RHSC is called the
“dangerous semicircle” and LHSC is called the
“navigable semicircle”.
In the Southern Hemisphere (SH), the side of a storm
to the right of the storm’s direction of movement
(RHSC) is called as “navigable semicircle” and the left
side (LHSC) is called “dangerous semicircle”.
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The signs and symptoms of TRS are as follows:

• Heavy and long swell from Cyclone center. Swell is usually the first indication of the
storm center, hence an approaching TRS.
• Pressure will be very much lower than the normal. When barometric pressure falls
below 5 MB than normal, considering other confirmation factors, the approach of TRS
is confirmed.
• Cirrus clouds in bands or filaments aligned towards the direction of the storm center.
• At sunset, cloud color will be dark red or copper.
• Clouds will be dense and heavy.
• Frequent lighting will occur.
• Availability of storm warnings from the local authority, based on satellite pictures and
observations from other ships. The warnings provide the position and pressure of the
storm center and also the probable direction of movement of the storm.
• Squalls increasing in frequency and intensity.
• The possibility of rain with violent torrential character.
• Sea waves becoming heavy and dangerous.
• Shift of wind direction, in accordance with the rotation of winds of cyclonic spin.
Master:
• Frequently check weather reports when in latitudes where TRS may form.
• Be always alert to the indications of a TRS
• Take necessary actions when the approach of a TRS is confirmed:
o Obtain the bearing of the storm center:
▪ Face the wind, then the storm center will be within 100o to 125o on the
right hand in Northern Hemisphere (on the left hand in Southern
Hemisphere) – Buys Ballot’s Law.
▪ The direction of the swell, this roughly indicates the storm center.
▪ The direction of the densest part of the huge bank of clouds also
indicates the storm center.
▪ If barometric pressure falls 5 MB below normal, then there is a possibility
that ship is in the well-developed outer storm area. If barometric
pressure falls 20 MB or more below normal, then there is a possibility
that ship is near the eye of a well-developed TRS.
o Ascertain in which semi-circle the ship lies and take avoiding action:
▪ If you are in the northern hemisphere and the wind is veering (direction
changes clockwise), you are likely to be in the dangerous semicircle.
Proceed with max. speed, keeping the wind at 10o to 45o on the
starboard bow. The ship should turn to starboard as the wind veers.
Where the wind direction is steady or backs (direction changes
counterclockwise), such that the ship is in the navigable semicircle,
proceed at maximum speed while the wind is brought onto the starboard
quarter. The ship should turn to port as the wind veers (Northern
Hemisphere).
▪ If you are in the southern hemisphere and the wind is backing, the ship
is likely to be in the dangerous semicircle and should proceed with
maximum speed, keeping the wind 10o to 45o on the port bow. The ship
should turn to port as the wind backs. If the wind direction is steady or
backs, such that the ship is in the navigable semicircle, the wind should
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be brought well on the port quarter and the ship must proceed with max.
speed. Turn to starboard as the wind backs (Southern Hemisphere).
▪ If the ship is in port when a TRS approaches and there is sufficient time
to escape, it may be better to put out to sea than staying at the berth as,
even with the best moorings, it is doubtful that the ship will be safe from
the effects of the storm.

OOW: Refer to checklist NAV09 “Navigation in Heavy Weather”.

Establishing the Ship’s Location and Taking Avoiding Actions in a TRS

Wind Observation Northern Hemisphere Southern Hemisphere
Veering Ship located in dangerous semicircle Ship located in navigable
– Put the wind on the starboard bow semicircle – In the path of
and alter course to starboard as the TRS, put the wind on the
wind veers. port quarter and alter course
to starboard as the wind
veers.
If pressure is falling the ship is located in the advance quadrant
Backing Ship located in navigable semicircle – Ship located in dangerous
In the path of TRS, put the wind on semicircle – Put the wind on
the starboard quarter and alter course the port quarter and alter
to port as the wind backs. course to starboard as the
wind veers.
If pressure is falling the ship is located in the advance quadrant
Steady If pressure is falling the ship is located in the path of the storm

TRS quadrants in Northern Hemisphere TRS quadrants in Southern Hemisphere

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4.13.9 Navigation in Ice

The first principle of successful ice navigation is to maintain freedom to maneuver. Once the ship
becomes trapped, she follows the ice. Ice navigation requires great patience and can be strenuous.
The open water way around a difficult ice area whose limits are known is often the fastest and safest
way to port, or to the open sea when leaving a port.

Master: When navigating in ice or in the vicinity of ice, ensure proper compliance with
relevant regulations and exercise utmost care.

Master / OOW: Apply 4 basic ship handling rules when navigating in ice:
• Keep moving - even very slowly, but try to keep moving.
• Try to work with the ice movement and weaknesses but not against them.
• Avoid excessive speed, as almost always results in ice damage.
• Know your ship’s maneuvering characteristics.

Excessive speed is the major cause of damage to ships by ice.

4.13.10 Requirements when Navigating in Ice

Master / C/E: Ensure the following before entering ice-covered waters:
• The propulsion plant and steering gear must be reliable and quickly responsive to
maneuvering orders.
• The navigational and communications equipment must be equally reliable - maintain
radar at peak performance.
• Ballast light and partly loaded ships as deeply as possible.
• Excessive trim by stern is not recommended, as it impedes maneuverability and
increases the possibility of ice damage to the more vulnerable lower area of the
exposed bow.
• E/R suction strainers must be able to be removed easily and kept clear of ice and snow.
• Good searchlights must be available to aid in visibility during night navigation with or
without icebreaker support.
• Ships navigating in ice-covered waters may experience delays and, therefore, must
carry sufficient fresh water, supplies and maneuvering fuel.

OOW: Refer to checklist NAV10 “Navigation in ice.

4.13.11 Signs of Ice in the Vicinity

Master / OOW: When steaming through open water, the following signs may indicate ice in the vicinity:
• Ice blink, which is a reliable indication. It can usually be seen for some time before the
ice is visible and appears as a luminous reflection on the underside of the clouds above
the ice.
• The sighting of small fragments of ice often indicates that larger quantities are not far
away.
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• Abrupt moderation of the sea and swell occur when approaching an ice field from
leeward.
• Onset of fog often.

On a clear day, abnormal refraction of light may distort the appearance of features. Although the ice
field will be seen at a greater distance than would normally be possible without refraction, its
characteristics may be magnified out of all proportion – it may even appear as giant cliffs of ice in the
far distance, with breaks between them where the open water lies.
The following are signs of open water:

• Water sky: dark patches on low clouds, sometimes almost black in comparison with
the clouds, indicate the presence of water below them. In clear air, this indication is
less evident. When iceblink is visible at night, the absence of blink in some sectors of
the horizon may indicate open water but cannot be assumed to be water sky.
• Dark spots in fog give a similar indication, but are not visible for as great a distance as
the reflection on clouds.
• A dark bank on a cloud at high altitude indicates the presence of patches of open water
below, which could lead to larger areas of open water in the immediate vicinity.

4.13.12 Entering the Ice without Ice-Breaker Escort

Non-ice-class ships with an open water speed of about 12 knots can become hopelessly beset in heavy
concentrations of relatively light ice conditions.
Ice-class ships with adequate power are able to progress through first-year ice of heavy concentrations
(e.g., 6/10 to 7/10) without any assistance other than routing advice. In ice concentrations of 6/10 or
less, the ice-class ships are able to steer at slow speed around the floes in open pack ice without
coming into contact with very many of them.
The Company will always consider to engage the services of an Ice Navigator, when applicable.

Master / OOW:
• Do not enter ice if an alternative, although longer, open water route is available.
• Conduct a RA and brief the bridge team on the situation and relevant requirements.
• Do not underestimate the hardness of ice.
• Enter the ice at low speed to receive the initial impact; once into the pack, increase
speed gradually to maintain headway and control of the ship, but do not let the speed
increase beyond safe margins. Pay attention to applied power in areas of weak ice or
open leads, pools, etc. where speed may dangerously increase unnoticed if power is
not taken off.
• Be prepared to go "Full Astern" at any time.
• Do not attempt to navigate in pack ice after dark without high-power searchlights which
can be controlled easily from the bridge; if poor visibility precludes progress, heave to
in the ice and keep the propeller turning slowly as it is less susceptible to ice damage
than if completely stopped. This prevents blocks of ice from jamming between blades
and hull.
• Avoid going astern, where propellers and rudders are most vulnerable parts. If required
to go astern, do so carefully, and always with the rudder amidships. If required to ram
ice when brought to a halt, do not go astern into unbroken ice, but move astern only in
the channel previously cut by their own passage.
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• Give a wide berth to all forms of glacial ice (icebergs, bergy bits, growlers) in the pack,
as they are current-driven whereas the pack is wind-driven. Large features of old ice
may be moving in a direction up-wind or across wind according to the direction of the
current.
• Avoid, wherever possible, pressure ridges.
• Do not attempt to pass through pack ice under pressure. The ship may have to be
stopped in the ice until the pressure event is ended.
• Change trim or list, when the ship becomes beset, to release her, especially in high-
friction areas of heavy snow-cover. Otherwise, the use of an icebreaker assistance is
needed.

Avoid stopping or becoming stuck in ice.

4.13.13 Entering the Ice with the use of Icebreakers

➢ Generic Instructions
Master / OOW:
• Request for icebreaker assistance, when necessary, in time, using the appropriate and
dictated formal process.
• Inform the shore authority or the Ice Operation Center about the position and the
projected movements of the ship when ice is present. Failure to follow the reporting
procedures, unsure ship’s ability to cope with prevailing ice conditions on their own,
may impede icebreaker provision and can cause serious delays.
• Inform the shore authority or the Ice Operation Center and the icebreaker of any
change in the state of the ship while awaiting an icebreaker escort.
• Maintain close communications with the icebreaker while under escort, normally by
radiotelephone on a selected and mutually agreed inter-ship VHF working frequency.

➢ Icebreaker Escort Operations

Master / OOW:
• Maintain the required escort distance astern of the icebreaker to the best of ship’s
ability. The progress made depends greatly on the correct escort distance being
maintained, which is dictated by the existing ice conditions and collision risk of
overtaking the icebreaker.
• Notify immediately the icebreaker when the ship has stopped for any reason. If the ship
is beset, the engines should be kept slow ahead to keep the ice away from the
propellers. The engines must be stopped only when requested by the icebreaker.
• Be aware that, because of unexpected ice conditions or in other emergency situations,
the icebreaker may stop or otherwise maneuver ahead of the ship without warning. Be
prepared to act promptly.
➢ Convoys
Convoys of ships may be formed by the commanding officer of the icebreaker, after consultation with
the appropriate shore authority. The commanding officer of the icebreaker will determine the order of
station within the convoy, to be arranged to expedite the movement of the convoy through the ice (not
necessarily on "first come-first served" basis).
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The ships in the convoy are responsible for arranging and maintaining a suitable and safe distance
between individual ships. The icebreaker will designate the required distance to be maintained between
itself and the lead ship of the convoy. If ice conditions change on route, or some ships have difficulty
in following the ship ahead, the commanding officer of the icebreaker may change the order of convoy
station so that ships within the convoy can assist the progress of others.

4.13.14 Ship Handling Techniques in Ice

Avoid stopping or becoming stuck in the ice. The longer open water way around ice areas whose limits
are known is often the fastest and safest way to port or to the open sea.
➢ Before Entering the Ice
For an unstrengthened ship, or for a ship whose structural capability does not match the prevailing ice
conditions, it is preferable and safer to take any alternative, open water route around the ice even if
considerably longer. Open water routes are always better than going through a large amount of ice.
Any expected savings of fuel will be more than offset by the risk of damage, and the actual fuel
consumption may be higher by going through ice, even if the distance is shorter.

Master / OOW: Consider the following prior entering the ice field:
• Follow the recommended ice-route, provided either by relevant ice charts or ice service
offices. Adjust the ship’s course accordingly if changes are recommended during
passage.
• Post extra look-outs and increase bridge watch (see paragraph 4.2)
• Ensure sufficient light to complete the transit of the ice field in daylight or sufficient
high-powered and reliable searchlights for use after dark.
• Minimize speed for initial impact with the ice.
• Carefully choose the ship’s entry into the ice field, preferably area of lower ice
concentration. The ship should enter the edge of pack ice at correct angles to avoid
glancing blows.

• Brief the E/R personnel on the situation and what may be required of them, such as
goin astern at any time, and frequent engine maneuvers and speed adjustments.
• Adjust the ballast down to the ice draft, if appropriate, or to such a draft that would offer
protection to a bulbous bow, rudder, or propeller (as applicable).
• Ensure that the main engine cooling water intake will never become clogged with slush
ice.
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Do not underestimate the hardness of ice and its potential for inflicting damage.

➢ After Entering the Ice

Master / OOW: Consider the following once the ship entered the ice field:
• Slowly increase speed, according to prevailing ice conditions and the vulnerability of
the ship. If visibility decreases while the ship in the ice, reduce speed until the ship can
be stopped within the distance of visibility. If in doubt, the ship must stop until visibility
improves. The potential of damage by ice increases with less visibility.
• Keep the propeller(s) turning at low revolutions to prevent ice buildup around the stern,
if the ship is stopped.
• Use the pack to its best advantage. Follow open water patches and lighter ice areas
even if it initially involves large deviations of course.
• Be aware following an open water lead at excessive speed, in limited visibility, it may
be the trail of an iceberg.
• Do not allow the speed to increase to dangerous levels when in leads or open pools
within an ice field, or when navigating open pack conditions.
➢ Turning in Ice
Changes in course will be required in ice. If possible, carry out course changes in an area of open water
or in relatively light ice, as turning in ice requires substantially more power than in water. Start turns
early and make as wide an arc as possible to achieve the new heading.

Master / OOW:
• Take care even when turning in an open water area. Do not underestimate the swing
of the ship and make contact with ice on the ship's side or stern: a glancing blow with
a soft piece of ice may result in the ship colliding with a harder piece.

• The ship will have a strong tendency to follow the path of least resistance and turning
out of a channel may be difficult or impossible. Ships with twin propellers should use
them to assist in turning.
• Consider, in very tight ice conditions, applying full power and leaving the rudder
amidships. This allows ship to find the least resistance without any drag from the rudder
in trying to maintain a straight course by steering.

Avoid turning in heavy ice – seek lighter ice or open water pools.
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• Decide what type of turning maneuver will be the appropriate, if turning in an open
water area is impossible. If the turn does not have to be sharp, it is best to maintain
progress in ice with the helm over.
• Perform a star maneuver, when ice conditions are such that the ship's progress is
marginal and the effect of drag of the rudder being turned may be sufficient to stop the
ship. This maneuver is equivalent to turning the ship short round in ice by backing and
filling with the engine and rudder. Assess risk of backing in ice to accomplish the star
maneuver, against any navigational dangers of a long turn in ice. Back carefully on
each ram so that the propeller and rudder are not forced into unbroken ice astern.
➢ Backing in Ice
Backing in ice exposes the most vulnerable parts of the ship, the rudder and propeller, to the ice.

Master / OOW:
• Attempt backing in ice, only when absolutely necessary. Do so at dead slow astern
with the rudder amidships.

• Use a short burst of power ahead to clear the ice, if ice starts building up under the
stern. Using this technique of backing up to the ice and using the burst ahead to clear
the ice can be very effective, but a careful watch must be kept of the distance between
the stern and the ice edge. If a good view of the stern is not possible from the
bridge, post a reliable lookout aft with access to a radio or telephone.

Avoid backing in ice whenever possible. If you must move astern, do so with
extreme caution at dead slow.

➢ Precautions to Avoid Becoming Beset

Master / OOW: Consider the following to avoid becoming beset:
• Avoid areas of ice under pressure. Ice can be put under pressure in several ways. The
most common situation occurs when open pack ice closes because of prevailing winds,
but it may also occur when tides, currents, or on-shore breezes blow ice onto the shore.
Any ship that is not strengthened for operating in ice should avoid floes that
are rafted or ridged.
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• Be aware that the danger from becoming beset is increased greatly in the presence of
old or glacial ice, as the pressure on the hull is that much greater.
• Check, when in pack ice, for any signs of the track closing behind the ship. Normally
there will be a slight closing from the release of pressure as the ship passes through
the ice, but if the ice begins to close up completely behind the ship it is a strong sign
that the pressure is increasing.

• Watch for changes in wind direction or tide, if proceeding along an open water lead
between ice and shore, or ice in motion and fast ice, as the lead can close quickly.

➢ Freeing a Beset Ship

Master / OOW: To free a beset ship, it may be necessary to wait for conditions to improve or to loosen
the grip of ice on the hull, which may be accomplished as follows:
• Go ahead and astern at full power while alternating the helm from port to starboard,
which has the effect of levering the ice aside. Go astern carefully to avoid ice going
through the propeller(s), or if the ship frees itself that it does not make sternway into
any heavy ice. In ships with twin propellers, alternate them with one ahead and one
astern for a few minutes, then change them to the opposite direction, slewing the stern
from side to side to create a wider opening in the ice astern.
• Alternate the ballast to port and to starboard to list the ship and change the underwater
shape. This method should only be done with knowledge of the possible consequences
of an exaggerated list if the ship is quickly freed.
• Alternating the filling and emptying of the fore and after peak tanks is safer than using
the ballast tanks, but is usually only effective in changing the trim for the bow to get a
better angle of attack on the ice ahead, or for the propellers to be given a better grip
by greater submersion. It can also be effective in extracting from a ridge, by raising the
bow so that the ship slides backwards as the bow is raised.

➢ Ramming
Ramming is particularly effective when progressing through ice that is otherwise too thick to break
continuously.
Ramming should not be undertaken by ships that are not ice-strengthened or by ships with
bulbous bows. Ice-strengthened ships should undertake ramming with extreme caution.
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Master / OOW:
• Utilize a process of trial and error to determine the optimum distance to back away
from the ice edge, which gives the most forward progress with the least travel astern.
Always start with short rams to determine the thickness and hardness of the ice. Pay
close attention to the ice conditions to prevent lodging the ship across a ridge on a
large floe. Identify and avoid floes of old ice which may be distributed throughout the
pack in northern waters.
• Undertake ramming with extreme caution because the impact forces caused when the
ship contacts the ice can be very high. For ice-strengthened ships these forces may
be higher than those used to design the structure and may lead to damage. However,
if the ramming is restricted to low speeds, the risk of damage will be greatly reduced.
➢ Anchoring in Ice
Master / OOW:
• Avoid anchoring in ice except in emergencies. If necessary, use only the minimum
amount of cable / shackle and have the capstan / windlass available for immediate use.
• Keep the engines on standby or running, if the start-up time is more than 20 minutes.
• Stop the ship in fast ice, if the water is too deep to let an anchor go (conditions
permitting). When off-shore in deep water, the ship can safely stop in drift ice without
anchoring, when darkness or poor visibility prevents further progress. She will then drift
with the ice and may be turned around by the ice, but will be safe if properly placed
before shutting down.
➢ Berthing in ice-covered waters can be, and usually is, a long process.
Master / OOW:
• Place, when approaching a berth in ice-covered waters, an officer on the bow to call
back the distance off the wharf or pier, as variation in ice thickness (not observed from
the bridge) can result in a sudden increase or decrease in the closing speed of the bow
and the wharf.
• Bring the ship alongside with as little ice as possible trapped between the ship and the
dock face. Exercise care not to damage the wharf by contact with the ship, or by forcing
ice against pilings. The ship itself can be damaged by forcing unbroken floes of hard
ice against the unyielding facing of a solid berth.

• Keep the ship secured alongside. Do not allow ice to force its way between ship and
dock.
• Consider moving off the dock, when ice is moving around the ship.
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• Keep the engine(s) stand by at all times, as ice conditions can change quickly when
alongside a wharf.

Keep the engine(s) on standby at river berths or strong tidal areas where ice is in motion.

➢ Towing in Ice
Towing in ice on a long wire is possible, although the strain on the tow line is much greater than in an
open water tow as the tug or icebreaker is subject to the sudden acceleration/deceleration of
icebreaking. The situation can be alleviated somewhat if there is an icebreaker making a track ahead
of the towing icebreaker.
Master / OOW:
• Avoid towing operations in ice without properly trained and experienced crew. Towing
in ice requires specialized skills and equipment.
• Ensure the towing equipment is robust and allows frequent changes in towline length.
Use of shock absorbing springs or heavy surge chains. Bridle arrangements must
optimize maneuverability to allow the ship and tow to be navigated around heavy ridges
and ice floes.
• Ensure the connection between ship and tug incorporates a weak link, usually a lighter
pendant, which will fail before the tow-line or bridle.
• Ensure that, in difficult ice conditions, the towline is kept as short as possible to avoid
having the towing-wire pass under the ice floes, due to the weight of the wire and the
catenary formed by a longer line.
➢ Speed
Master / OOW:
• The force of impact varies as the square of the speed. Thus, if the ship speed is
increased from 8 to 12 knots, the force of impact with any piece of ice has been more
than doubled.
• Ensure that when maneuvering in ice, the ship keeps moving. The prudent speed in a
given ice condition is a result of the visibility, the ice type and concentration, the ice
class, and the maneuvering characteristics of the ship (how fast it can be stopped).

4.13.15 Ice Hazard Detection

Although a careful lookout will help the ship avoid large ice hazards (such as icebergs), close-range
detection of ice hazards, such as small icebergs and old ice floes, is still needed. Close-range ice
navigation is an interactive process, which does not lend itself to traditional passage planning
techniques.
Two groups of equipment aid in close-range hazard detection: visual (searchlights and binoculars) and
radar (both X- and S-band marine radars and the newer enhanced ice radar systems).
➢ Use of RADAR for Ice Detection
Master / OOW: Consider the following:
• RADAR can be a great asset in ice navigation in limited visibility, provided the display
is properly interpreted. Ice makes a poor RADAR target beyond 3 to 4 nautical miles
and the best working scale is in the 2 to 3 nautical mile range.
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• RADAR signal returns from all forms of ice (even icebergs) are much lower than from
ship targets, because of lower reflectivity of RADAR energy from ice and snow.
Detection of ice targets with low or smooth profiles is even harder on the RADAR
screen, although the RADAR information may be decisive when attempting to identify
the location of these targets under poor conditions, such as in high seas, fog, or in
heavy snow return.

Do not rely solely on RADAR for the detection of ice and/or icebergs because
they may not appear as clearly defined targets. Exercise prudence when
navigating in the vicinity of ice or icebergs.

• Ice within 1 mile of, and attached to, the shore may appear on the RADAR display as
part of the land itself. In order to differentiate between the 2, the receiver gain has to
be reduced.
• The absence of sea clutter also may indicate that ice is present.
• Although ridges may show up well on the RADAR display, ridges, closed tracks of ships
and rafted ice have a similar appearance on RADAR.
• The effectiveness of RADAR systems will vary with power and wavelength. Optimum
RADAR settings will be different for navigating in ice than for open water. As the
RADAR reflectivity of ice is reduced, the gain will have to be adjusted to detect ice
properly. Generally, high-power RADARs are preferred. RADARs with 50 kW output
provide much better ice detection capability than 25 kW RADARs. Similarly, 3-
centimetre RADARs (x-band) provide better detail while 10-centimetre RADARs (s-
band) detect ice and ridging at a greater distance – therefore, use both wavelengths.

➢ Iceberg Detection
Master / OOW: Consider the following for RADAR use to detect icebergs:
• Icebergs normally have a high freeboard and, as such, they are easy to detect visually
(in clear conditions) and by ship's RADAR.
• In poor to no visibility, RADAR must be relied upon. The RADAR return from an iceberg
with low freeboard, smooth surface, or deep snow cover is less obvious, particularly if
surrounded by bright returns from sea or ice clutter.
• Depending upon their size, aspect and attitude, icebergs may be detected at ranges
between 4-15 nautical miles or even further; detection ranges diminishing in fog, rain,
and other conditions affecting the attenuation of RADAR return.
• Iceberg RADAR targets will sometimes cause a “RADAR shadow” on the far side, in
which other targets will not show.
• A large iceberg with a long and gently sloping aspect may not provide enough reflective
surfaces to show at all on RADAR, so it should never be assumed that just because
there are no targets in view there are no icebergs around.
• As the ship gets closer to the iceberg, the size of RADAR target reduces and may
disappear when very close to iceberg, in which case only the shadow will remain to
warn of the iceberg's presence. For this reason, plot any iceberg (which has not been
sighted visually) that the ship may be approaching, until the point of nearest approach
has passed.
➢ Bergy Bit and Growler Detection
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Pieces of ice sometimes break off, or calve, from an iceberg. The larger pieces are known as bergy
bits, and the smaller pieces are known as growlers. Whereas the iceberg moves in a direction that is
primarily the result of current because of its large keel area, the growlers and bergy bits are primarily
wind driven, and will stream to leeward of the iceberg. While this is the general case, the effects of
strong tidal currents may alter this pattern.

Master / OOW:
• Move to windward of icebergs to avoid bergy bits and growlers
• The passing distance from the iceberg is a function of the circumstances:
o The closer the passage, the more likely the encounter with bergy bits.
o Avoid passing very close to avoid protruding underwater portions of the iceberg
away from the visible edge of the iceberg at the sea surface.

• Check carefully for radar shadows which may identify bergy bits with less height
differential, or when the ice or water background is more cluttered.
• Detection of bergy bits by RADAR is difficult in pack ice, especially if there is any rafting,
ridging, or hummocks which cause backscatter and also may produce shadows that
can obscure a bergy bit.
• Growlers, because of their low freeboard and smooth relief, are the most difficult form
of glacial ice to detect (both visually and on RADAR) and, therefore, are the most
hazardous form of ice.
• The exact location of each growler cannot be identified for certain amongst ice floes;
therefore, determine a safe speed through the ice-covered area when navigating by
RADAR.

Growlers are almost impossible to detect by RADAR. They pose an immense threat
to ships. Constant visual and RADAR monitoring must be maintained in any area
where growlers are expected.

➢ Old Ice Floes

Old ice can be distinguished from first-year ice by more rounded and weathered surface, light blue
color, higher freeboard, and a well-defined system of melt-water channels.
Master / OOW:
• Be aware that, the detection of old ice floes is primarily visual, because differentiation
between first-year and old ice on marine RADAR is not possible.
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• Use ice analysis charts to avoid areas of high concentrations of old-ice.

• Watch for old ice unidentified on ice charts. Visual identification is possible up to 1 to 2
nautical miles from the ship in good weather.
➢ Visibility
Operating in restricted visibility is inevitable in, or near, ice-covered waters, because of precipitation,
fog or darkness. Travel through ice may, however, continue at night or in fog, which is common in the
ice-covered areas during the open water period. Visibility is often reduced by blowing snow during the
winter.
Master / OOW: Make every effort to minimize risk of collision with ice or other ships in poor visibility:
• Maintain of a constant visual and RADAR lookout.

Network Service Content

Baltic Sea Ice Their purpose is to create a harmonized range of ice information products
Service and services for the Baltic Sea and adjacent waters, tailored to the needs
of users and provide a better basis for decision making. The latest ice
conditions are collected on a daily basis for Denmark, Estonia, Finland,
Germany, Latvia, Lithuania, Norway, Poland, Russian Baltic ports and
Sweden.
http://www.bsis-ice.de/actualsituation.shtml
Japan Sea ice chart Far East - Okhotsk Sea, Sakhalin.
Meteorological http://www.data.jma.go.jp/kaiyou/shindan/c_1/okhotsk_anl/okhotsk_anl.
Agency html
Polar view The ice service at Swedish Meteorological and Hydrological Institute
(SMHI) produce daily ice charts for the Baltic Sea region and provide
expertise to the ice breaking management at the Swedish Maritime
Administration. Ice charts and reports are available free of charge for the
Baltic region.
http://www.smhi.se/oceanografi/istjanst/produkter/sstcolor.pdf
The Northern Sea The main target for NSRA is to ensure safe navigation and protection of
Route marine environment from the pollution in the water area of the Northern
Administration Sea route. Relevant administrative and operational information, such as
(NSRA) weather and ice conditions is available at the
website http://www.nsra.ru/en/home.html
Kongsberg Satellite KSAT is a Norwegian provider of satellite ground station services and
Services AS satellite based maritime monitoring services. KSAT provides near real-
time access to the satellite images for users operating in the high North.
This enables users to receive real time information on the prevailing sea
conditions.
https://www.ksat.no/services/earth-observation-services/
Canadian Ice The Canadian Ice Service is the leading authority for information on ice
Service in Canada's waters. The Ice service provides the public with direct
access to ice and iceberg information. Ice charts and ice bulletins can be
downloaded from the website below. Area: Canadian waters, Eastern
Arctic, Hudson Bay, Western Arctic among others).
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https://www.canada.ca/en/environment-climate-change/services/ice-
forecasts-observations/latest-conditions.html
National Weather NWS provides weather, hydrologic and climate forecasts and warnings
Service (NWS) for the US, its territories, adjacent waters and ocean areas. The
Anchorage forecast office is responsible for the southern portion of the
state from the Canadian border just north of Yakutat and all the way west
to the end of the Aleutian chain. Graphic analyses of sea surface
temperatures and sea ice as well as five-day sea ice forecast can be
viewed at https://www.weather.gov/afc/ice
• Use searchlights at night (which may be counter-productive in fog or precipitation
through reflected glare).
• Reduce speed before entering any ice field in poor visibility. Do not increase speed
before determining the threat.
• Reduce the speed in any ice situation where the ratio of glacial and old ice to first year
ice indicates a significant increase in the chance of collision with hazardous ice.
• Identify the location of icebergs, bergy bits, and growlers on RADAR before they are
obscured by sea or ice clutter, and track these targets on ARPA.
• Switch between ranges to optimize the RADAR for iceberg detection when in pack ice.
• Use the RADAR to detect icebergs and bergy bits by observing their RADAR shadows
in mixed ice cover.
• Recognize the difficulty of detecting glacial and old ice in open pack ice with RADAR
when little or no RADAR shadow is recognizable.
• Follow the icebreaker and maintain the required distance by RADAR. If the icebreaker
suddenly slows or its position is lost on the RADAR screen, a collision may occur. In
these situations, maintain VHF radio contact and constant monitoring of the RADAR
distance between ships.

4.13.16 Ice Information

For a safe and efficient sea voyage, within an ice-covered area, the ship must have a thorough
understanding of the operating environment.
Master / OOW:
• Ensure, before entering ice-covered waters, that adequate ice information is available
to support the voyage from beginning to end. The ways and means of acquiring ice
information suitable for navigation vary from one source to another. Content and
presentation formats also vary depending on the nature of the system used to acquire
the raw data, and the degree of analysis or other form of enhancement which may be
employed in generating the final product.
• Consider the required level of information, and arrange for its delivery to the ship.
• The distribution of charts of operational ice conditions is mostly conducted via digital
network links or by radio facsimile (refer to NP283 ALRS Volume 3). Most ice charts
and other ice information are available on the Internet.

4.13.17 Passage Planning and Ice Navigation

The presence of sea ice along the planned route adds importance to the traditional practice of passage
planning, necessitating the continual review of the entire process throughout the voyage.
The passage planning for ice covered areas takes place in 2 phases:
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• Strategic, when in port or in open waters

• Tactical, when near or in ice-covered waters.

➢ Strategic Phase
Navigation Officer:
• At the Appraisal Stage:
o Identify all information sources used in open water passage planning, plus any
others that can be obtained to give the most complete picture of the ice
conditions possible.
o Determine availability of ice information from Internet websites or radio
facsimile.
• At the Planning Stage:
o Assess the ice conditions that the ship is likely to encounter along the length of
its planned route. Route planning relies on weather forecasts and available
publications on the ice climatology of the region to be encountered in addition
to standard nautical publications.
o Develop a route to the destination based on the information obtained in the
appraisal stage, and lay it off on the appropriate ENCs. Use the same principals
as in open water passage planning.
o Develop the passage plan with the following limitations of the elements of the
Ice Navigation system in mind:
▪ Availability of ice information
▪ Diminished visual detection of ice hazards in late season, winter
voyages, and combined conditions of open ice and reduced visibility.
o Mark the ENCs with additional information that include:
▪ The anticipated ice edge, areas of close pack ice and the fast ice edge
▪ Any areas of open water where significant pack ice may be expected
▪ Safe clearance off areas known to have significant concentrations of
icebergs
▪ Any environmentally sensitive areas where there are limitations as to
course, speed, or on-ice activities.
• At the Execution Stage:
o Develop the estimated time of arrival for the destination based on the ice
conditions expected along the route. Take into account any expected reductions
in speed or large deviations in course for reduced visibility, passages in
consolidated ice, areas of higher concentrations of old ice, and delays in waiting
for information.
o Consider the point at which it is necessary to ballast down to ice draft and to
reduce speed.
o Consider when extra lookouts will be required or when watches are likely to be
doubled for entering ice or approaching areas of low visibility or high numbers
of icebergs / bergy bits / growlers.
• At the Monitoring Stage:
o Monitor the route until the ice-covered areas are reached.
o Be aware that the quality and quantity of ice information improves while
approaching ice-covered waters, which increases the accuracy of estimates for
times of arrival and may indicate a change in route.
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➢ Tactical Phase
If no detailed ice information is available before reaching the ice-covered area, the ship may be limited
to the strategically planned route rather than a tactical one. All efforts should be made to obtain detailed
information on ice conditions, particularly when consolidated ice is likely to be encountered, where high
concentrations of old ice are expected or in highly mobile ice.

Navigation Officer:
• At the Appraisal Stage: Gather tactical information, based mainly (but not exclusively)
on the acquisition of ice observation and analysis charts. Receive these charts
depending on the existence of a facsimile machine capable of being tuned to required
frequencies. Additional inputs consist of marine radar (X and S-bands), visual
observations, and processed radar imagery. Download ice charts from the Internet
where available.
• At the Planning Stage: Develop a passage plan on large-scale charts. If further
information has been obtained, this may involve a track planned on a small-scale chart.
Planning with additional information entails laying off the route to take the best
advantage of optimum ice conditions, including:
o Finding open water leads
o Finding first-year ice leads in close ice or old ice fields
o Avoiding areas of ridging and areas of pressure or potential pressure.
• Transfer the intended track to large-scale charts and checked for adequate water
depth. The 2 sources have to be reconciled so that the best route is also a safe route.
Once the route is plotted in the charts, it may need further information.
• At the Execution Stage:
o Revise, if necessary, the estimated times of arrival, once the route has been
determined.
o Consider any change in weather conditions, particularly visibility or wind
direction and speed, before executing the plan, as they assist estimating
pressure areas or location of open water leads.
• At the Monitoring Stage: Monitor the progress of the passage on the chart by
conventional means and continue with ice navigation.
Navigating in high latitudes requires great care in the procedures and in the use of
information. The remoteness of high latitudes and the proximity to the North Magnetic
Pole affects the supplied ENCs and the navigation instruments used with them.

4.13.18 Helicopter Operations (Ship Handling)

The helicopter operations demand clear understanding of safety requirements for both the ship and the
helicopter (see the FIM-B relevant paragraph).
The Company weather criteria for the helicopter operation are as follows:

Weather Criteria Limit

Mean Wind Speed Up to 40 knots (8 bf)
Gusts Wind Up to 47 knots (9 bf)
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Weather Criteria Limit

Horizontal Visibility Up to 2 nautical miles
Vertical Visibility Up to 150 meters
Significant Wave Height Up to 3 meters

Master: If, for any reason, you wish to set stricter weather criteria, these must be included on your
Standing orders.

Note: See detailed instructions in ICS publication “Helicopter / Ship Operations”.

Master:
• Conduct a RA identifying hazards and evaluating risks of ship handling during the
helicopter approach, landing and takeoff stages.
• Brief all OOW regarding the helicopter operational plan.
• Consider the bridge team manning requirements, including the availability of an
appropriate response in case of an incident (see the bridge manning matrix on
paragraph 4.2).
• Maintain a direct communication (at VHF channel) with helicopter pilot in English.
• Notify the helicopter pilot immediately, when:
o The ship changes or intends to change heading by 10o or more, and/or
o The ship changes pitch, heave or roll, or reaches or exceeds the required limits.
• Keep the ship fully maneuverable throughout the helicopter operation. Where this is
not possible, e.g., when the ship at anchor, discuss with the helicopter pilot the situation
and decide whether the operation can take place safely without the ship being
underway.
• Maintain course and speed while the helicopter is on approach and whilst on deck.
• Select a suitable course and speed to ensure that spray, roll or pitch are kept to
minimum, otherwise suspend any helicopter operation.
• Control excessive motion of the ship when transfer of passengers by winch. Keep as
stable a platform as possible; a change of ship’s course may be required for this
purpose.

OOW (Refer to checklist HSH23):

• Liaise with Master about prevailing and forecast local weather conditions, so that a
prompt decision can be made on whether to start helicopter operations.
• Provide the weather report to the helicopter operator at least one hour before
helicopter’s scheduled time of departure from heliport.
• Frequently report to helicopter pilot, the ship’s exact position, course, speed with wind
direction and velocity, relative speed, pitch, roll and condition of the landing winching
area (e.g., dry, wet with spray, etc.)

Make relevant entries in the Bridge Log Book.

4.13.19 Helicopter / Ship Night Operations

Master: Consider the following for night operations:
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• The helicopter landing or winching area must be adequately lit. Arrange the floodlights
to illuminate the whole area; angle and shield them properly to ensure that they do not
dazzle the pilot on approach to, or on take-off from the ship.
• Place a wind direction pennant properly to indicate the wind conditions at the operating
area.
• Lighting must be operating until the departing helicopter is well clear from the ship.

Unless adequate lighting is provided, landing / winching operations must be

confined to daylight only.

4.13.20 Man Overboard (M.O.B)

There are 3 situations of actions when a person fells overboard a ship:
• Immediate action: the person overboard is noticed from bridge and action is taken
immediately.
• Delayed action: the person is reported to bridge by an eyewitness and action is initiated
with delay.
• Person missing action: the person is reported missing to bridge.
Master:
• Attempt to recover the person overboard as soon as possible.
• Increase the bridge manning level.
• Assume the role of on-scene coordinator, if required.
OOW:
• Mark and note position and time from GNSS.
• Mark the position in the ECDIS.
• Throw the M.O.B lifebuoy over the side as close to the person as possible.
• Engage hand steering.
• Sound 3 prolonged blasts on the general alarm, hail "man overboard".
• Check the traffic situation and the proximity of navigational hazards.
• Commence recovery maneuver.
• Note wind speed and direction.
• Inform the Master and E/R.
• Post look-outs to keep the person in sight.
• Set off dye marker or smoke flare.
• Inform the ships in vicinity. Broadcast a DISTRESS message, if appropriate.
• Stand by the engines.
• Prepare recovery of person(s) from the water.

Refer to ship specific “Plans and Procedures for Recovery of Persons from the Water”.

• Distribute portable VHF radios for communication between bridge, deck, and lifeboat.
• Record the events on the Bridge Log Book.
• Hoist the OSCAR flag.
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4.13.21 Recovery Maneuvers

➢ Williamson Turn
The Williamson turn is the preferred maneuver for recovering a
person overboard as it can be used in any condition of visibility
and weather. It is used to bring the ship back to a point it
previously passed through, in order to recover the casualty at
sea.
Master / OOW:
1. Set rudder hard over (in an “immediate
action” situation, only to the side of the
casualty).
2. After deviation from original course by
60o, rudder hard over to opposite side.
3. When leading 20o, short of opposite
course, rudder to midship position and ship to be turned to opposite course.
➢ Anderson Turn
The Anderson turn is most appropriate when the point to be
reached remains clearly visible. For other situations, the
Williamson turn is more appropriate. The Williamson Turn
requires more time to return to the target point.
Master / OOW:
1. Set rudder hard over (in an “immediate
action” situation, only to the side of the
casualty).
2. After deviation from the original course
by 250o, rudder to midship position and
stop the ship.

4.13.22 Search and Rescue (SAR) Operation

A SAR operation requires good communication and all ranks working together to ensure a coordinated
response between the various rescue units in the operation.

Master / OOW: IAMSAR Volume III is the definitive source of guidance for any SAR
operations.

Master / OOW:
• Be familiar your responsibilities in a SAR operation. Review SAR procedures
periodically on IAMSAR Volume III.
• Identify the agreed On-Scene Commander (OSC). Ensure the ship's safety, and follow
the orders of the OSC as far as practicable, particularly when survival time is limited.
• Do not rush to provide help to others without proper planning. If the passage plan needs
to be amended to assist a distress call, remember that the route still needs to be
carefully checked, despite urgency, particularly if in coastal or confined /restricted
waters.
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• Determine the nature of the danger before approaching the distressed ship. For
example, if the other ship has ran aground closing position may put your own ship in
danger.
• Comply with COLREGs at all times.
• Consider bridge team manning requirements (as per paragraph 4.2).

Under long-standing traditions of the sea and various provisions of international law, ships
are obligated to assist others in distress at sea whenever they can safely do so.

4.13.23 Special Areas under MARPOL

Special Areas are sea areas which require, for reasons related to their oceanographical and ecological
condition and to their sea traffic, the adoption of special mandatory methods for the prevention of sea
pollution. Under MARPOL, these special areas are provided with a higher level of protection than other
areas of the sea.
Master:
• Follow the local and/or international measures implemented for ship’s transit through
the special areas.
• Produce a RA that identifies the hazards and evaluates the risks of passing through a
special area.
• Brief the bridge team members regarding the requirements related to ship’s transit
within a special area.
• Consider the bridge team manning requirements (as per paragraph 4.2).

Navigating Officer: Include information and guidance for routes through special areas, in the passage
plan (refer to passage plan form NAV01 b, c & d).
OOW:
• Keep the Master, the C/O and the C/E updated regarding ship’s ETA at the special
area’s boundaries at regular intervals. Consider that they may need reasonable time
in advance, to take necessary measures in accordance to MARPOL requirements.
Advise them when the ship exits the special area.
• Keep records in the Bridge Log Book.

Master: Refer to Appendix I of this Chapter regarding passage through Special Areas under
MARPOL.

4.13.24 Particularly Sensitive Sea Areas (PSSA)

The need of sea protection in some areas is increased, because of ecological, socio-economic or
scientific significance. These areas are vulnerable to damage from international maritime activities and
require special protection. The IMO has established a mechanism through which PSSAs can be
identified and formally designated, including special protective measures that ships must follow.
Master:
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• Avoid passing from PSSAs, if applicable. Consult IMO publication “Ship’s Routeing”,
which includes general provision on ship’s routeing, as to avoid passing through
PSSAs.
• Follow the local and/or international measures implemented for ship’s transit through
the PSSA area, if unavoidable. These measures may require:
o Course alteration and use of an alternative passage if the PSSA is designated
as “area to be avoided”.
o Following a reporting system for passing through PSSA.
o Transit through specific TSS for the area.
• Produce a RA that identifies the hazards and evaluates risks of passing through a
PSSA. Request approval from the Operations Department and decide whether to
proceed or not.
• Brief the bridge team members regarding the transit through the PSSAs.
• Consider bridge team manning requirements (as per paragraph 4.2).
Navigating Officer: Include information and guidance for routes through PSSA, in the passage plan
(refer to passage plan form NAV01b, c & d).
OOW:
• Keep the Master updated regarding the PSSA transit. Regularly provide him with ETA.
• Keep records for the ship’s transit within PSSAs in the Bridge Log Book.

Master: Refer to Appendix II regarding the transit within PSSA.

4.13.25 Preparation for Arrival

The ship’s arrival in port is extremely important. Both bridge and engine departments must prepare
themselves well in advance.
Master:
• Provide all necessary information to port authorities and ship’s agent for clearance.
When arriving in a E.U. port notify the port authorities if the ship is carrying dangerous
or harmful cargoes (i.e., Master’s E.U Territorial Waters / Port Arrival Notification)
• Discuss with bridge team members and the C/E, before arrival at a port, all the matters
that relevant to safe approach and berthing of the ship.
• Assign the OOWs with duties necessary to ensure the safe ship’s arrival at the port.
• Inform well in advance, at least 2 hours, the ship’s arrival time to C/O and C/E.
• Check the full control of engine and steering functions prior coastal waters and/or
before actual maneuvering process begins.
C/O – C/E: Report to Master whether your respective departments are ready for the arrival.
OOW: Test all navigation and communication equipment as per checklist NAV12 “Preparation for
arrival”. Record the results in the Bridge Log Book.
Note: When approaching US or Canadian territorial waters, an additional report (Notice of Arrival –
NOA, 33 CFR 160) shall be sent to the National Vessel Movement Center (NVCM) by e-mail or fax, 96
and 24 hours prior to the arrival. The Master shall forward a copy of this report to the Local Agents,
charterers, etc. and to Office. Copy of this report is provided by the ship’s QI in the VRP.
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4.13.26 Preparation for Departure

Master:
• Inform the C/O and C/E with the exact time of departure, well in advance.
• Ensure all navigation aids, including communication devices, are available, and the
ship’s propulsion and steering systems are fully operational.
• Notify all third parties for ship’s departure.
• Ask ship’s agent and/or port authorities to arrange all necessities for ship’s departure,
including ship’s clearance.
C/O:
• Proceed with pre-departure safety and security checks.
• Ensure all crew members are onboard.
• Report to Master deck department readiness for departure.
C/E:
• Test the emergency generator prior departure and verify its proper operational
condition.
• Ensure that the engine personnel are in place and ready for departure.
• Verify that the main engine and auxiliary machineries are readily available for
departure.
• Report to Master engine department readiness for departure.
OOW: Test all navigation and communication equipment as per checklist NAV04
“Preparation for departure”. Record the results in the Bridge Log Book.

4.14 Log Books

Log Books and records books on the navigation bridge include:

The Official Log Book. The Master usually fills this in. However, the OOW may be asked to countersign entries
or write entries under authorization from the Master. The Official Log Book is supplied by the Flag State.
Bridge Log Book. This is the primary Log Book for the bridge and entries are made by each OOW for every
watch, at sea, at anchor and in port. The Bridge Log Book is an official document and a complete and accurate
record of navigational activities and incidents which are of importance to safety of navigation and which must
contain sufficient details to restore a complete record of the voyage. Information to be recorded includes, but are
not limited to, ship’s position, steered course and speed, the times and positions when passing waypoints, land
or sea marks, weather and sea conditions, incidents and events including pilot embarkation/ disembarkation,
times of attendance and connection and disconnection of tugs, times of berthing and unberthing, hazardous
occurrences and accidents, times when a form / checklist from N code forms is completed and any unexpected
or extraordinary event at sea and in port. Details for the entries are also included in the log itself. Bridge Log Books
are supplied by the Company.
Bridge Movement Log Book ('Bell Book'). This is a Log Book for entering ship movements (bridge and engine
commands). Refer to paragraph 3.22.2.
Compass Error Log Book. Take compass error at least once per watch and enter it into the Log Book. This
should be compared with the compass deviation card and previous compass errors to monitor for changes and
large observations.
GMDSS Log Book. As required by the Flag Administration, the GMDSS Log Book should contain:
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• a summary of communications relating to distress, urgency and safety messages, including dates, times in
UTC and details of ships involved with their position
• records of equipment tests
• of important incidents connected with the radio service and, where appropriate
• the ship’s position at least daily
• transmissions, together with a record of broadcasts, stations, times, dates and positions.
It is maintained daily as appropriate. The GMDSS Log Book is supplied by the ship’s Flag State.
RADAR Log Book. Dedicated Radar Log Book must be maintained for each radar installation. At every watch,
before ship’s arrival or departure and before heaving up the anchor, the radar performance test should be
conducted as per maker’s instructions and the findings recorded in Radar Log Book (magnetron’s current
indication included). Record details of RADAR service (i.e., change of magnetron) in the Log Book.
Chronometer Log Book. This is a log maintained on daily basis to keep track of the chronometer error and rate.
An erratic rate indicates a defective instrument (see paragraph 3.25).
Entries in any of the Log Books are considered the official ship’s testimony of the events, technical
information or actions by the crew described therein and may be used as evidence in a Court.

Master / OOW:
• Write in English, except otherwise instructed by the Flag State.
• Write using blue ink ball-point pen. Do not use pencil or correction fluid.
• Ensure the records are in chronological order.
• Number the pages of the Log Book. The page number must be the same in the left and right side of a sheet.
• Ensure that the entries are legible, neat, and mistakes enclosed in brackets and deleted using a single line.
An entry corresponding to a particular time may use 2 or more lines. Overwriting another entry in same line
is not permitted.
• Ensure entries are signed by the officer recording the events and every page or the daily entries are signed
by the Master.
• Write times in the 24-hour format, wind force in Beaufort, distances in nautical miles, weights in metric tons,
drafts in meter/centimeters, positions in degrees, minutes and decimal of a minute, dates in dates – month
by name – year by 4 digits and volumes of liquids in cubic meters and/or liters.

4.15 Bridge Library

Master, officers and ratings: Refer to the various publications onboard, when necessary.
The Company:
• Updates the publications list with the latest revisions. Amend the list when a new book is issued and supply
it to the ships accordingly.
• Informs the ships of any change in the publications list.
• Ensures that the publications, either in hard copy or electronic form, have been received by a recognized
and authorized by the issuing body distributor.

Master / Navigation Officer:

• Confirm regularly (i.e., every month) that the ship has the latest editions of the books / publications onboard.
• Distribute them in such a way that there is no possibility of being lost (i.e., distribution list).
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• Acknowledge receipt of new book/publication and verify that outdated books/publications have been
removed from ship’s library, following the Document control procedures.
• Keep the updated publications list ready to be presented to any third-party request.
The publications “International Code of Signals” and the “IAMSAR Manual Volume III” must be
available onboard in hard copies.

SECTION 5: PILOTAGE
Pilotage refers to activities related to the navigation of ships in which the pilot acts as an advisor to the Master and as an
expert on the local waters and their navigation. The pilot’s presence is often required by local regulation and law. The
purpose of pilotage is to enhance safety and prevent environmental damage due to ship traffic.
The pilot is a vital local advisor to Master who provides navigational assistance to ships sailing along the fairways and
ensures the safe maneuvering of ships to quays in destination ports.
5.1 Duties and Responsibilities
Master: Retain the ultimate responsibility for the safety of the ship.
The presence of a pilot does not relieve the Master or the bridge team from their duties and
responsibilities for the safe conduct of the ship. The Master may be replaced by the C/O after extended
periods of pilotage.

Bridge Team Members:

• Provide assistance and advice to the pilot.
• Monitor the pilot’s actions.
• Check the verbal suggestions provided by the pilot.
• Monitor the ROT, rudder angle and RPM indicators when helm and engine orders are given.
• Identify misunderstandings and seek for clarifications immediately if in doubt.
• Advise Master immediately if any doubt concerning ship’s safety.
Pilot:

The pilot communicates expert local knowledge, information and advice to the bridge team.

• Use the agreed working language and if necessary, the IMO Standard Marine Communication Phrases
(SMCP) when directing or communicating with the bridge team.
• Understand the roles and responsibilities of each bridge team member.
• Use the information given during the Master/Pilot Information exchange about maneuvering characteristics.
• Respond to information, advice and questions from the bridge team.
• Inform the bridge team of any failures or deficiencies, such as the unavailability of tugs, in ample time. Inform
the bridge team of pilotage progress and any anticipated need to deviate from the passage plan. Inform the
bridge team of any handover between pilots.
• Inform the bridge team regarding the pilotage progress and any need to deviate from the initial agreed plan.
• Inform the bridge team of any pilot handover.
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5.2 Preparation for Pilotage

5.2.1 Passage Planning in Pilotage Waters

The passage planning for navigation in pilotage waters must contain more information to cover the
pilotage phase.
Master:
• Ask the port or pilotage authorities to provide passage plans or passage planning
information for the particular port to the ship in advance. This proactive communication
enables the bridge team to prepare a detailed passage plan prior pilot’s arrival.
• Be prepared to amend the passage plan when the pilot boards, after an appropriate
discussion. Communicate any agreed changes to the passage plan to the OOW and
proceed with passage plan re-validation process, if needed (see ECDIS Procedures
Manual paragraph 15.4.1).
The appraisal and passage planning process is not a substitute for a full Pilot
/ Master Information Exchange, covering the most up-to-date information
available when the pilot embarks.

Navigation Officer:
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• Ensure that the passage plan of the pilotage phase, reflects the fact that the ship is
close to navigational hazards and complies with local regulations, and includes:
o Pilotage procedures, including pilot boarding positions and embarkation
methods
o Local rules and restrictions to navigation
o Recommended routes
o Expected weather forecast for the pilotage area including visibility, wind speed
and direction, sea state and extreme weather factors
o Expected tides, tidal streams, swell heights during pilotage phase
o Under Keel Clearance and Air Draft restrictions
o Reporting and communication procedures
o Contingency planning (e.g., anchorages and abort points)
o Details of berth, tugs and anchorages.
• Monitor information that helped to form the initial passage plan on an ongoing basis to
ascertain if any amendments are necessary.
• Recognize and act upon changing circumstances including:
o Proposed times
o Local conditions, including weather/visibility
o Estimated time of arrival or estimated time of departure
o Tidal conditions
o Weather conditions
o Failure of onboard equipment or machinery
o Reassignment of berth
o Non-availability of tug or mooring party
o Changes to ship’s notified draught
o Emergencies.
• Confirm other ship movements by appropriate means, such as monitoring VTS.
• Communicate amendments or departures from the initial plan to Master, Bridge Team
Members and C/E. Proceed with route re-validation and ask for Master’s authorization.

5.2.2 Ship and Bridge Team

The ship and the bridge team must be in all respects ready to conduct the pilotage phase of the passage
planning efficiently and safely.
Master:
• Brief the bridge team members on the needs and expectations of the passage plan’s
pilotage phase. Assign bridge team duties prior to pilotage.
• Consider national and international regulations, codes of practice and industry best
practice relating to pilotage phase.
• Ensure adequate tests and checks prior ship’s arrival/ departure (see paragraphs
4.13.25 and 4.13.26 of this Chapter).
• Establish communication with the pilot, port VTS and port authorities in time/as
appropriate.
• Consider the levels of personal stress and fatigue and take actions against the potential
impact of stress and fatigue.

Navigation Officer: Complete form NAV16c “Pilot Card”.

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Note: Update the pilot card to include all the details of the current ship condition and the relevant
information for the ship’s transit to berth. Record any defect affecting maneuverability or pilotage, to
ensure pilot’s awareness.

5.3 Safe Pilot Transfer

Pilot transfer can take place when underway, at anchor, moored, or alongside a berth. Transfer may be made by
pilot boat, helicopter, directly from the shore, or another authorized ship. Safety of the pilot and all personnel is
paramount, and requires effective communication and cooperation.

Master: Conduct a RA before any pilot transfer operation and brief all participants regarding the
associated risks and the mitigating measures.

All pilot transfers must be made in line with international and local regulations and codes of safe working practices.

Ship must be ready for the pilot at the agreed time. Any delays in pilot’s embarkation may reduce the
time needed for a detailed exchange of information and for making amendments to the passage plan, if
needed.

5.3.1 Pilot Transfer by Pilot Boat

Master / OOW:
• Consult the pilot boat on weather, wind and sea conditions in the chosen pilot transfer
area.
• Discuss with the pilot and agree a pilot transfer area:
o with sufficient sea room and clear of navigational hazards or other traffic, in
which the ship can maneuver as required to provide a suitable speed, heading
and lee for the pilot boat
o with favorable weather, swell patterns and tidal conditions and available natural
shelter
o that allows sufficient time for a comprehensive Master’s / Pilot Information
exchange.
• Ensure all participants to the pilot transfer operation wear appropriate PPE and
clothing.
• Establish and maintain VHF communication on the appropriate channel(s) prior to and
during pilot transfer, including the pilot boat by VHF during pilot disembarkation, until
the transfer is completed and the pilot boat is clear.
• Rig a pilot ladder or combination ladder (under a competent deck officer’s supervision)
on the side requested, as per SOLAS Reg. V/23 and IMO Res. A. 1045(27) (see the
poster with IMO requirements and IMPA recommendations – “Required Boarding
Arrangements for PILOT).
• Take appropriate action to ensure that there is an adequate lee to safely embark or
disembark the pilot. During the transfer the ship should maintain steerage way with the
engines going ahead at a speed compatible with the ability of the launch to remain
comfortably alongside. Recognize that turning propellers are a danger to persons
involved in embarkation/disembarkation operations.
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• Establish that a deck officer, not assigned with watchkeeping duties, is stationed at the
ladder or point of access to the ship’s deck, in direct communication with the bridge,
during pilot transfer. The same officer must escort the pilot to or from the bridge deck.
• Ensure that a lifebuoy with self-igniting light is readily available for use, near the ladder
or point of access to ship’s deck during pilot transfer, in case of man overboard.
• Ensure proper lighting before nighttime pilot transfers.
• Abort transfer if conditions are considered unsafe and no suitable alternatives are
available.

Pilots have the right to decline to board ships offering defective boarding
arrangements, which can result in delays. Pilots are also entitled to report defects
in boarding arrangements to PSC authorities, which could lead to a full PSC
inspection with the risk of delay and financial penalties.

5.3.2 Pilot Transfer through Helicopter

The operation must be undertaken by experienced and professional personnel in line with the industry
guidance (refer to ICS publication Helicopter / Ship Operations).
Master / OOW: Refer to checklist HSH23 “Helicopter – Ship Operations”.
• Ensure the transfer of pilot between helicopter and ship satisfies the set safety
conditions.
• Familiarity with helicopter operation must not compromise the safety standards for the
helicopter, the pilot, the ship or its personnel.
• Discuss and agree the necessary procedures with the helicopter pilot and the ship pilot.
• Ensure that sufficient advance notice is provided to all parties concerned regarding the
helicopter / ship pilot transfer.
• Establish an adequate communication with helicopter.
• Ensure that the pilot is aware of the rendezvous position and has no objection about it.
• Ensure all participants wear the appropriate PPE.
• Appoint an officer, without bridge watchkeeping duties, to help and guide the pilot
between the landing area and the bridge.
• Abort transfer if conditions are considered unsafe and no suitable alternatives are
available.

5.3.3 Pilot Ladder

Normally, the pilots board and disembark using a traditional pilot ladder from and to an awaiting pilot
boat. This can be a dangerous procedure if involved personnel do not adhere to IMO standards or fail
to practice acceptable seamanship skills.
The Company ensures that:
• All pilot ladders are SOLAS compliant.
• The inspection regime and records are adequate and properly maintained.
• Spare pilot ladders are readily available onboard.
• Officers and ratings involved receive the necessary training.
Master / OOW:
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• Ensure compliance with the principal requirements for the rigging of pilot ladders as
set in SOLAS Chapter V Reg. 23.
• Ensure that the pilot ladders are complying with the IMO Res. A.1045(27) as amended.
• Make sure that a competent deck officer, not assigned with bridge watchkeeping
duties, is supervising the rigging of the pilot ladder.
• Maintain a lee until the pilot boat is well clear.
• Maintain a direct contact with the responsible officer.

Officer in charge:
• Ensure that all seafarers participating in the pilot ladder’s rig wear the appropriate PPE
(life jacket and life line included if necessary). At all times during the rigging, use and
de-rigging of any pilot transfer arrangements there must be no risk to the ship’s crew.
Crew members should not normally be required to leave the protection of the ship’s
safety rails or bulwarks. A life line or safety harness should be worn if there is any risk
of falling.
• Supervise the rigging of pilot ladder. Check pilot ladder’s condition beforehand and
ensure it is properly secured to the ship. Advise the bridge team when the ladder is
ready for use.
Note:
• Rig and secure the pilot ladder at the appropriate pilot ladder boarding position on the
ship’s side, as near amidships as possible and on the ship parallel body, clear of all
discharges which could cause flooding.
• Avoid a list in order to allow the ladder to sit flush against the ship’s side.
• Observe the boarding and disembarkation of pilots from ladders, ensuring that safety
requirements are met.

5.3.4 Combination Ladder

Use of a combination ladder (accommodation and pilot ladder) when the freeboard of the ship is more
than 9 m. In addition to the procedures described below, see paragraph 5.3.3.
Officer in charge:
• Allow more than 5 m under the platform of the accommodation ladder, to let the pilot
boat come alongside safely.
• Ensure the pilot ladder extends at least 2 m above the platform of the accommodation
ladder, so that the pilot can safely move from the pilot ladder to the platform of the
accommodation ladder, vice versa.
• Ensure that the pilot and the accommodation ladder are well secured to ship’s side,
independent of each other. Climbing or descending a pilot ladder swinging away from
the ship’s hull is dangerous. Secure the pilot ladder to ship’s hull 1.5 m above the
platform of accommodation ladder, with one lashing on each side rope.
• Ensure the angle of slope of the accommodation ladder does not exceed 45o.
• Be ready on the lower platform of the accommodation ladder to assist pilot’s
embarkation.

Note: If a trapdoor is fitted in the lower platform to allow access from and to the pilot ladder, the aperture
should not be less than 750 mm x 750 mm. The trapdoor should open upwards and be secured either
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flat on the embarkation platform, against the rails at the aft end or outboard side of the platform and
should not form part of the handholds. In this case the after part of the lower platform should also be
fenced and the pilot ladder should extend above the lower platform to the height of the handrail and
remain in alignment with and against the ship’s side.
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5.3.5 Transfer by Basket

The basket transfer may be the only feasible means of transferring pilot at sea, for example, due
to significant height difference between the respective decks of the pilot boat and the ship. All
basket transfers must be considered a high-risk operation at all times and should only be
undertaken when transfer is essential and cannot be undertaken otherwise.
The Company ensures that:
• The crane used in the transfer operation is adequate and suitable for lifting persons
and certified for man-riding (e.g.: for use in carrying personnel) under applicable
regulations.
• The transfer basket is marked with its safe working load. It is appropriately certified
with the current certificate of test and/or inspection available onboard.
• The inspection regime and records are adequate and properly maintained.
• Officers and ratings involved receive the necessary training.
Master:
• Assign a competent deck officer (not on bridge watchkeeping duties) to supervise
the basket transfer.
• Ensure the crane operator is competent for man riding operations.
• Ensure adequate means of communication have been established beforehand
between the responsible officer, the crane operator and the bridge team.
• Consider the environmental and ship motion conditions before and during basket
transfer.
Officer in charge:
• Ensure all participating seafarers wear the appropriate PPE (life jacket included, if
necessary).
• Ensure the crane is fully operational, properly maintained, certified and currently
in compliance with its required inspections.
• Visually inspect, for defects, the transfer basket prior starting the transfer.
• Confirm good visibility of the pickup, transfer and landing area.
• Ensure that the transfer basket is correctly rigged onto the crane’s lifting devices
prior to transfer and the crane hook pennant is of sufficient length to keep the hook
well clear of the personnel being transferred.
• Issue a permit to work for transfer by basket (refer to form HSH18 “Transfer by
basket”).

5.4 Pilot Onboard

Close co-operation between the Master, Pilot and Bridge Team is necessary. This involves an early exchange
of information. The Master/Pilot relationship must be clearly established.

The Master is in command of the ship’s navigation at all times; the Pilot has the conning only in
the Panama Canal.

Master / OOW: Upon pilot’s embarkation onboard:

• Ensure that the ship exhibits the appropriate lights and flag.
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• Advise the Port control and/or the pilot station regarding pilot’s safe embarkation and boarding time.
• Assign a deck officer, not on bridge watch keeping duties, to escort the pilot to the bridge.

Note: Master: Should the pilot boat have difficulty leaving the ship’s side, act appropriately by way of helm
and/or engine movements.

5.4.1 Master / Pilot Information Exchange

The pilot and the Master should exchange information about the pilot’s intentions, ship’s
characteristics and operational factors as soon as possible after the pilot boards. The amount and
subject matter of the information must be determined by the specific navigation demands of the
pilotage operation. Additional information can be exchanged as the operation proceeds.

Master: For an effective and clear exchange of information, see form NAV16a “Master / Pilot
Information Exchange”.

Master: Ensure that the Master / Pilot information exchange includes:

• Presentation of a completed pilot card (see NAV16c)
• The passage plan and the circumstances requiring deviation from the plan. Agree
on changes to the plan and to individual bridge team responsibilities before
pilotage begins.

Master: Adress any changes to the passage plan and proceed with its re-validation.
Advise the OOWs and the Chief Engineer accordingly.

• UKC and Squat calculations for the intended transit.

• Updates of any special conditions such as weather, depth of water, tides, tidal
currents and marine traffic that may be expected during the passage.
• Ship's dimensions, propulsion, maneuvering and handling information in the
form of the wheelhouse poster. A maneuvering booklet must be also
available on the bridge.
• ECDIS alarm and display settings.
• Any unusual ship-handling characteristics, machinery difficulties, nav. equipment
problems or crew limitations that could affect the operation, handling or safe
maneuvering of the ship.

Master: Report all defects that might affect the maneuverability of the ship or the pilotage
to the pilot.

• Information about the system deployed in order the ship to comply with EEXI
requirement. The information must include the type of the limiter or governor used
(e.g., shaft power or engine power limiters, load-limiting / automatic acceleration
limiting software programs or other mechanical-based limiters such as governors),
its effects on ship’s maneuverability, the process for accessing power reserves,
the time required for accessing unlimited (design) power reserves and the ship’s
maximum unlimited (design) and limited power.
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Note: The Master must, before pilot’s embarkation, verify that the main propulsion machinery is
available to immediately respond to the full range of maneuvering commands along the planned
route and that any software or mechanical based limiters are capable of being overridden
immediately upon request of the attending pilot.
• Information on berthing arrangements including the use, characteristics and
number of tugs, mooring boats, mooring arrangements and other external facilities.
• Agreement on plans/procedures, including contingency plans, for the anticipated
passage.
• Confirmation of the language to be used on the bridge and external parties.

Master: A pilot may refuse to conduct a pilotage if they believe that the ship may
be a danger to safety of navigation or to the environment. If a pilotage is refused,
the pilot may have to report the reason to the appropriate authority.

OOW: Record the time of Master / Pilot information exchange in the Bridge Log Book.

5.4.2 Pilot Monitoring

The pilot has a significant role in the safe navigation of ship, and his expertise in the local waters
is imperative. Berthing/un-berthing, anchoring, transiting narrow channels etc. require expertise of
a very objective manner that results in efficient planning, monitoring and execution of safe passage.
However, the pilot’s presence onboard is for added vigilance and not as a substitute. The pilot’s
inclusion doesn’t exempt the OOW of his duties. The Master has the last word on every matter and
remains responsible for the ship and her safe navigation. No incident exonerates him from blame.
Master:
• Ensure the Pilot duly signs all the required forms.
• Ask Pilot to use only the English language to his communication with other parties
(e.g., tug boats, port control) or provide you with necessary translation, if that is
not feasible.
• Request from OOW to monitor the ship’s progress as per the passage plan.
• Request from the Pilot to explain their intentions and actions to the bridge team in
time.
• Monitor Pilot’s instructions and provide your verbal agreement. No reaction to the
Pilot’s instructions, is considered as a silent approval.
• Ask OOW to raise awareness of any deviation from the plan.
• Question the Pilot when there is any uncertainty.
• Take the control immediately, when Pilot’s actions endanger the safety of the ship.

You have the authority to dismiss the pilot if he demonstrates a lack of fitness or
competence, or jeopardizes the ship, its personnel or property for any reason.
Inform the pilot of their dismissal and request that he takes the ship to a safe
place to wait for another pilot. Intervene and assume navigation prior to another
pilot boarding only in order to avoid imminent danger. In such case, advise the
DPA and/or the Operations Manager immediately.

OOW:
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• Inform the Master immediately if in doubt about the ship's course or position.
• Acknowledge and execute engine orders.
• Verify that the helmsman is executing properly the helm orders.
Helmsman:
• Repeat and execute accordingly the helm orders.

5.4.3 Pilot to Pilot Transfer

If more than one pilot is required or supernumerary pilots are onboard then:
• All pilots must be involved in the Master / Pilot information exchange process.
• Each pilot’s role and responsibilities, including duty periods, must be defined and
understood by the whole bridge team.

5.4.4 Pilot Allowance to Operate Bridge Equipment

The bridge equipment allocated for pilot use are:
• The X-Band RADAR
• The back-up ECDIS unit, if necessary
• A pair of binoculars (appointed for pilot use only).

It is on Master’s discretion to allow the pilot to use additional bridge equipment.

Master / OOW:
• Ensure that the controls of key equipment (e.g., main engine, helm and thrusters)
are directly operated by the bridge team members only.
• Be aware that the Pilot may use Portable Pilot Units (PPU) to assist the pilotage
procedure. The PPUs and the data within them are not type-approved and cannot
be relied upon; therefore, the only acceptable navigational picture is provided only
by the ship’s ECDIS.
• Ensure that the Pilot has access to the AIS pilot plug, where available.

5.4.5 Pilotage Appraisal

Master / OOW: Prior pilots disembarkation:
• Discuss the outbound intended route with the pilot to support the appraisal and the
planning stage of the passage plan. A complete Master/Pilot information exchange
must be still taken place prior ship’s departure.
• Conduct a debriefing with the pilot, after pilotage, to identify areas for improvement
for future pilotage operations.

5.4.6 Pilot Disembarkation

Master / OOW:
• Ensure that, prior to leaving the bridge, the pilot informs you about anticipated
movements of any surrounding ships, any dangers and the requirements for the
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lee to be maintained until the pilot is safely landed and the pilot boat clear of the
ship’s side.
• Ask the pilot to inform you which VHF channel to monitor should the pilot boat need
to communicate with the ship.
• Avoid large helm or engine movements until the pilot boat is clear.
• Ensure that a competent deck officer, not assigned with bridge watchkeeping, will
escort the pilot to the disembarkation point on deck and supervise the
disembarkation operation.

5.5 Deep Sea Pilots

Adequately qualified and certified deep-sea pilots can make an effective contribution to the safety of
navigation in confined and busy waters.
Company:
• Encourages the Masters to use the services of deep-sea pilots when considered appropriate.
• Uses certified pilots, by a competent authority.
Master:
• Take into account the following factors when considering the use of a deep-sea pilot:
o The familiarity of the ship’s bridge team with the congested waters.
o The existence and proliferation of navigational hazards, such as oil / gas installations and
offshore renewable energy installations.
o The available depth of water in relation to draft, under keel clearance, vessel’s intended route
and speed over various legs of route.
o The possibility of adverse weather conditions and / or poor visibility.
o The port rotation schedule requirements.
o The availability and reporting requirements of VTS coverage in the areas to be transited.
o The effects of fatigue among bridge team members that might reasonably be expected due to
increased workload in a complex and navigational environment.
• Request deep sea pilotage from the Marine Manager well in advance (at least 96 hours prior area transit
or if this is not applicable prior sailing from the last port of call).
• Satisfy yourself as to the credential of deep-sea pilots offering their services.

Master: You have the authority to request for a deep-sea pilot, when considered appropriate, if
according to your judgement there is a need to enhance the effectiveness of bridge team for the safety
of navigation and the protection of the marine environment. In such case, advise the Operation Manager
immediately.

The company proposes the use of deep-sea pilots according to the table below; however, it is on the Master’s
discretion to request for deep-sea pilots whenever he deems it necessary.
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Areas of Mandatory Masters with less than 6 months with Competent Masters with more than 6
Heading Newly promoted Master
Concern or Optional the operator months with the operator
East Bound - Skagen (57 47.5N / 010 46.0E) to Skagen (57 47.5N / 010 46.0E) to T10 (56 07.7N / 11 11.0E) to Gedser (54
Mandatory
Ladden Bornholm (55 16.0N / 014 55.0E) Bornholm (55 16.0N / 014 55.0E) 37.0N / 012 16.0E)
East Bound - Skagen (57 47.5N / 010 46.0E) to Sound North (56 07.5N / 012 30.0E) to Sound North (56 07.5N / 012 30.0E) to
Ballast (draft Mandatory Bornholm (55 16.0N / 014 55.0E) through Drogden (55 31.0N / 012 43.0E) through Drogden (55 31.0N / 012 43.0E) through
Danish max. 7.7 m) the Sound the Sound the Sound
Strait
West Bound - Bornholm (55 17.0N / 014 40.0E) to Bornholm (55 17.0N / 014 40.0E) to Gedser (54 37.0N / 012 16.0E) to T10 (56
Mandatory
Ladden Skagen (57 44.0N / 010 46.0E) Skagen (57 44.0N / 010 46.0E) 07.7N / 11 11.0E)
West Bound - Gedser (54 37.0N / 012 16.0E) to T10 (56 Gedser (54 37.0N / 012 16.0E) to T10 (56 Gedser (54 37.0N / 012 16.0E) to T10 (56
Mandatory
Ballast 07.7N / 11 11.0E) 07.7N / 11 11.0E) 07.7N / 11 11.0E)
One Fathom Bank (03 05.0N / 100 40.0E)
East Bound - One Fathom Bank (03 05.0N / 100 40.0E) One Fathom Bank (03 05.0N / 100 40.0E)
Optional to TSS Off Spore (01 15.0N / 104 05.0E) –
Ladden to TSS Off Spore (01 15.0N / 104 05.0E) to TSS Off Spore (01 15.0N / 104 05.0E)
When ship’s draft exceeds 21.0 m.
East Bound - One Fathom Bank (03 05.0N / 100 40.0E) Off Brothers Island (01 12.8N / 103 22.6E)
Optional Not Required
Ballast to TSS Off Spore (01 15.0N / 104 05.0E) to TSS Off Spore (01 15.0N / 104 05.0E)
Malacca
Strait One Fathom Bank (03 05.0N / 100 40.0E)
West Bound - TSS Off Spore (01 15.0N / 104 05.0E) to TSS Off Spore (01 15.0N / 104 05.0E) to
Optional to TSS Off Spore (01 15.0N / 104 05.0E) –
Ladden One Fathom Bank (03 00.0N / 100 50.0E) One Fathom Bank (03 00.0N / 100 50.0E)
When ship’s draft exceeds 21.0 m.
Off Eastern Buoy (01 17.0N / 104 09.0E) to
West Bound - TSS Off Spore (01 15.0N / 104 05.0E) to
Optional TSS Off Nipa Beacon (01 11.8N / 103 Not Required
Ballast One Fathom Bank (03 00.0N / 100 50.0E)
35.0E)
Marmara Sea (40 55.2N / 028 58.7E) to Marmara Sea (40 55.2N / 028 58.7E) to Marmara Sea (40 55.2N / 028 58.7E) to
East Bound Mandatory
Bosporus Black Sea side (41 14.4N / 029 09.5E) Black Sea side (41 14.4N / 029 09.5E) Black Sea side (41 14.4N / 029 09.5E)
Strait Black Sea side (41 15.1N / 029 07.9E) to Black Sea side (41 15.1N / 029 07.9E) to Black Sea side (41 15.1N / 029 07.9E) to
West Bound Mandatory
Marmara Sea (40 56.5N / 028 54.7E) Marmara Sea (40 56.5N / 028 54.7E) Marmara Sea (40 56.5N / 028 54.7E)
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Areas of Mandatory Masters with less than 6 months with Competent Masters with more than 6
Heading Newly promoted Master
Concern or Optional the operator months with the operator
Aegean Sea (40 00.4N / 26 08.1E) to
Aegean Sea (40 00.4N / 26 08.1E) to Aegean Sea (40 00.4N / 26 08.1E) to
East Bound Optional Marmaras Sea (40 25.0N / 026 44.1E) –
Marmaras Sea (40 25.0N / 026 44.1E) Marmaras Sea (40 25.0N / 026 44.1E)
Dardanelles Not required on ballast condition.
Strait Marmaras Sea (40 25.6N / 026 44.1E) to
Marmaras Sea (40 25.6N / 026 44.1E) to Marmaras Sea (40 25.6N / 026 44.1E) to
West Bound Optional Aegean Sea (40 01.5N / 026 08.2E) – Not
Aegean Sea (40 01.5N / 026 08.2E) Aegean Sea (40 01.5N / 026 08.2E)
required on ballast condition.

East Bound Optional Not Required Not Required Not Required

Gibraltar
Strait
West Bound Optional Not Required Not Required Not Required

Off Cherbourg (49 47.5N / 001 39.0W) to Off Cherbourg (49 47.5N / 001 39.0W) to
East Bound Optional point of agreement (e.g., port in North Sea point of agreement (e.g., port in North Sea Not Required
English or Danish Straits) or Danish Straits)
Channel* Point of agreement (e.g., port in North Sea Point of agreement (e.g., port in North Sea
West Bound Optional or Danish Straits) to Off Brixham (50 25.0N or Danish Straits) to Off Brixham (50 25.0N Not Required
/ 003 25.5W) / 003 25.5W)
From 38 18.1N / 015 40.4E to 38 08.3N / From 38 18.1N / 015 40.4E to 38 08.3N / From 38 18.1N / 015 40.4E to 38 08.3N /
South Bound Mandatory
Messina 015 35.0E 015 35.0E 015 35.0E
Strait From 38 08.5N / 015 36.4E to 38 17.0N / From 38 08.5N / 015 36.4E to 38 17.0N / From 38 08.5N / 015 36.4E to 38 17.0N /
North Bound Mandatory
015 43.1E 015 43.1E 015 43.1E
Booby Island (10 36.0S / 141 50.0E) to Booby Island (10 36.0S / 141 50.0E) to Booby Island (10 36.0S / 141 50.0E) to
East Bound Mandatory
Torres Dalrymple Island (09 34.0S / 143 24.5E) Dalrymple Island (09 34.0S / 143 24.5E) Dalrymple Island (09 34.0S / 143 24.5E)
Strait Dalrymple Island (09 34.0S / 143 24.5E) to Dalrymple Island (09 34.0S / 143 24.5E) to Dalrymple Island (09 34.0S / 143 24.5E) to
West Bound Mandatory
Booby Island (10 36.0S / 141 50.0E) Booby Island (10 36.0S / 141 50.0E) Booby Island (10 36.0S / 141 50.0E)
Note: The use of deep-sea pilots, during ship’s transit from English Channel, is made only after Master’s request.
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SECTION 6: DECK OPERATIONS/ OPERATIONS IN PORT

6.1 Safe Navigational Concept

6.1.1 Purpose
To allocate the duties and describe the procedures that should be followed by the OOW, when the
ship is in port, in order to ensure the safety of the ship and the protection of the environment.

6.1.2 Responsibilities
Master: He is responsible for arranging an appropriate and effective watch to be maintained in
order to ascertain the safety of human life, the ship and the protection of the environment. The
Master will decide the manning and duration of the deck watch.

OOW: He is responsible to maintain an effective deck watch and ensure that each member of his
watch is fully capable to perform the watchkeeping duties effectively. He has duties related to the
safe cargo operations, monitoring loading/discharging and ensuring that the items listed on all
related Safety Check Lists are checked and strictly followed. He further ensures that the cargo
loading/discharging plan is strictly followed in accordance with the Chief Officer’s orders. He is
responsible to inform immediately if there is any reason to believe that the relieving Officer is not
capable of carrying out the watchkeeping duties effectively. He shall not be assigned or undertake
any task or duty which would interfere with his supervisory duties.

Personnel on board in port: The Master must ensure that there are always sufficient personnel
on board while the ship is in port in order to deal with an emergency situation and, if necessary, to
move the ship.

6.1.3 Procedure
When the ship is safely moored in a port or at a normal anchorage, the Master shall arrange for
an appropriate and effective watch to be maintained. The Master shall:

• Ensure the safety of life, ship, the port and the environment, and the safe operation
of all machinery related to cargo operation.
• Maintain order and the normal routine of the ship.
• Decide the composition and the duration of the deck watch.
The composition of the engineering watch shall, at all times, be adequate to ensure the safe
operation of all machinery related to cargo operation, the safety of the ship, the port and its
environment. When deciding on the composition, which may include appropriate E/R ratings, the
following should be taken into account:

• Type of ship.
• Type and condition of the machinery.
• Special modes of operation dictated by weather, ice, confined or shallow water,
emergency conditions, damage containment or pollution prevention.
• Qualifications and experience of the ratings forming part of the watch.
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• Safety of life, ship, cargo, port and the environment.

• Observance of international, national and local rules.

1. Performing the Deck Watch

The Officer in charge of the Deck Watch shall:

• Make rounds to inspect the ship at hourly intervals.
• Pay particular attention to:
o The condition and securing of the anchor chain and moorings.
o The draft and the general state of the ship, to avoid dangerous listing or
trim during cargo handling or ballasting.
o The weather and sea state.
o The observance of all regulations concerning safety and fire protection.
o All persons on board and their location, especially those in remote or
enclosed spaces.
o The exhibition of lights and the sounding of signals, where appropriate.
o The height and security of gangways, accommodation ladders and
associated safety nets which should be properly rigged / illuminated.
o The security / safety of shell door openings.
• Take the necessary measures to protect the ship, persons on board and cargo in
bad weather or on receiving a storm warning.
• Take every precaution to prevent pollution of the environment.
• In an emergency threatening the safety of the ship, raise the alarm, inform the
Master and request assistance from the Port Authorities.
• Be aware of the ship's stability condition so that, in the event of fire, he informs the
shore fire-fighting authority accordingly.
• Offer assistance to ships or persons in distress.
• Take precautions to prevent accidents or damages, when propellers are to be
turned.
• Enter in the Bridge logbook all important events affecting the safety of the ship and
the protection of the environment.
• All persons boarding or leaving the ship must do so by way of the gangway or
accommodation ladder. Nobody shall be permitted to board or leave the ship, until
proper means of access is available.

The OOW is required to make entries in the Bridge logbook. These entries contain a full and
accurate account of the activities of the ship including:

• All tests of equipment.

• Pertinent details of cargo / ballast operations.
• Drafts and deadweight arriving and sailing.
• Water density on arrival and prior to departure from the berth.
• Weather information.
• Any information pertinent to the operation of the ship or its personnel.

The deck watchman is required, following instructions given by the responsible OOW, to comply
with and carry out the following during his watch:

• Safety and fire watches and reporting to the OOW.

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• Monitoring of mooring ropes and handling, when required, under the responsible
Officer’s supervision.
• Monitoring fire lines.
• Constant watchkeeping at the exit ladder.
• Loading / discharging watchkeeping.
• Pollution detection and prevention watchkeeping.
• Turning on the deck lights.
• Hoisting / downhaul of sings and flags.

The OOW must be immediately informed about anything coming to the attention of the watchman.
Besides the above, if the vessel is moored at a dock near which other vessels are passing, then
the interaction effects between the vessel sailing and the moored vessel must be observed. In
these cases, attraction/repulsion forces appear between the moving vessel and the moored vessel.
The attraction and repulsion forces acting on the bow and the stern of the moving vessel, force the
moored vessel to move from the bow to the stern, possibly resulting in the mooring ropes being cut
having with unpredictable consequences. Hence, in such cases all appropriate measures must be
taken, such as engine readiness, deck watch enhancement, readiness of the competent
loading/discharging/bunkering Officers, so that they interrupt any loading/discharging/bunkering
operations if needed.

2. Relieving the Deck Watch

The relieving Officers before assuming charge of the deck watch shall verify that they are aware
of the nature of any hazardous or dangerous cargo being loaded or discharged, and the appropriate
action to be taken in the event of any spillage or fire.

The OOW shall not hand over the watch to the relieving Officer if he has any reason to believe that
his relief is not capable of carrying out his duties effectively; should this occur then he shall notify
the Master.

Prior to taking over the deck watch, the relieving Officer shall be informed by the OOW on the
following issues and he must:

• If the ship is at anchor, determine the position of the ship by means of visual cross
bearings or by the prudent use of electronic navigational aids including echo
sounder, if visual bearings are not possible, and compare it to the original anchor
position.
• Ascertain the ship's draft, the securing of the moorings, the arrangement of
anchors and the scope of the anchor chain and other mooring features important
to the safety of the ship. Check the mooring lines and / or amount of cable that is
out. Sudden weather changes could diminish the vessel’s mooring / anchor holding
capabilities.
• Ascertain the state of the tide, time of high and low water and the minimum depth
of water at the berth or anchorage during the watch and the following two hours.
• Familiarise himself with any ongoing activities, work permits, temporary or
incomplete repairs and by passed critical systems.
• Familiarise himself with any special port regulations that affect his work.
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• Determine the state of readiness of the engine and its availability and readiness
for emergency use.
• Check the weather forecast.
• Familiarise himself with details of cargo or ballasting operations.
• Ascertain if any special port or terminal regulations are being observed. Become
familiar with the port directory.
• Ascertain that the appropriate signals or lights are being displayed, or sounded.
• Ascertain the number of crew members required to be on board, which Officers
are aboard and the presence of any other persons or visitors on board.
• Determine the availability of keys to locked spaces.
• Ascertain the state of fire-fighting appliances. Safety measures and fire protection
regulations should always be maintained.
• Ascertain the level of water in bilges and ballast tanks.
• Read and sign the C/O's cargo orders.
• Read and sign the Master's standing and bridge order book.
• Ascertain the lines of communication available between the ship and shore
personnel, including port authorities, in case of an emergency or, if assistance may
be required.
• During cargo or ballast operations, determine that all pollution prevention
requirements are met.
• Check any other circumstances of importance to the safety of the ship, its crew,
cargo or protection of the environment.

If, at the moment of handing over the watch, an important operation is being performed, this should
be concluded by the OOW and not his relief, except when ordered otherwise by the Master.

The Form NAV21, “Instructions for Deck Watchkeeping in Port” must be consulted by both
Officers handing over and taking over the watch.

3. Watch in Port on Ships Carrying Hazardous Cargo

In these cases, the Master shall ensure that extra safety and security measures are implemented
and maintained, as required for the particular cargo. Therefore, the availability of duly qualified
Officers and ratings, where appropriate, must be ensured, even when the ship is safely moored or
safely at anchor.

The Master must always ensure that he is informed about all details concerning the cargo
properties quantity, packing, labelling and stowage by both charterers and loaders, so as to always
take all the necessary safety measures referring to the IMDG Code.

The Deck Officers and personnel responsible for cargo management must, throughout their watch
and under the C/O’s instructions, monitor and control the cargo handling procedure, carrying out
regularly checks and maintaining full and continuous contact with the land station.

4. Security at the Port

Before arrival of the ship, during port operations (loading / discharging / bunkering, etc.) and prior
to departure, all security precautions must be followed as described in the Ship Security Plan
(SSP).
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5. Water Density

At a load port a water density measurement must be taken shortly before completion of cargo
operations, so that the proper adjustments can be made to the draft. The results must be recorded
in the Bridge logbook.

6. Testing Engines

Before testing the engines, when the ship is at a berth or at anchor, the OOEW must obtain the
permission of the OOW. Prior to granting such permission, the OOW must ensure that all the
mooring lines are tight, the gangway is secured and the propeller is clear.

7. Pollution Prevention

The OOW and Officers / personnel engaged in bunker operations must take all precautions to
prevent any spills or leakage. The waters around the ship are to be kept under constant
surveillance to detect any pollution.

6.2 Anchoring

6.2.1 Purpose
To describe the procedures, precautions and necessary actions for safe anchoring.

6.2.2 Responsibilities
Master: He is responsible to determine the conditions and details of anchoring, taking into account
the prevailing conditions, the vessel's condition, the anchoring area, etc.

Officer in charge for anchoring: He is responsible to supervise all the necessary procedures
before, during and after anchoring, and keep the Bridge informed in real time about all relevant
actions.

6.2.3 Procedure

1. Minimum Complement during Anchoring

Master:
• Ensure that sufficient personnel is engaged to anchoring operation and the bridge
and engine manning is adequate while the ship is at anchor.
During Anchoring Operation
Location Master OOW (1) OOW (2) Look-Out Helmsman Pilot
Bridge Option Option
Officer in Deck Deck Deck Mooring
Location Bosun
Charge Rating (1) Rating (2) Rating (3) Master
Anchoring
Option Option
Area
Chief Second Third Third Engine Engine
Location
Engineer Engineer Engineer Engineer Rating (1) Rating (2)
Engine
Option Option
Room
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2. Minimum Complement at Anchor / in Port

The minimum complement number of crew onboard, while in port or at anchor, is governed by the
Safe Manning Certificate, local harbour regulations (where they exist) and Masters judgment. In
addition, the following considerations are to apply:

• Two Deck Officers must be onboard at all times, one of who shall be the Master or
the C/O.
• Two E/R Officers must be onboard at all times, one of who shall be the C/E or the
2/E.
• Crew: There must be at least 50% of the crew complement onboard at all times or
5 crew members, whichever is greater, one of who shall be a Petty Officer. The
onboard complement must be split as evenly as possible between the
departments.
• There must always be enough personnel to safely carry out normal operations i.e.
cargo, stores, bunkering, supervising of repairs, etc.
• The minimum complement must be sufficient to cope with the emergency
conditions that may arise.
• Contractors and visitors, including Office Personnel, do not count as part of the
minimum complement.

3. Supervision / Preparation

The supervision of the anchoring operation is assigned to the C/O by the Master. The following
items should be decided and verified before commencing the anchoring operation:

• Anchoring position.
• Speed, course and method of approach.
• Which anchor(s) will be dropped?
• The length of cable to be towered.
• The method of anchoring (free fall, or winch in gear).
• Duration of stay at the anchoring position.

Furthermore, the following items should be taken into account:

• The vessel's size and condition (laden / ballast).

• The chart datum at the intended anchoring position.
• The quality of the seabed at the intended anchoring position.
• The prevailing weather conditions, tides and currents.
• Distances and bearings from fixed points ashore or light buoys.
• Sufficient anchoring space to ensure the safe manoeuvring of the vessel.
• Anchoring frequency of other vessels in the area.
• The vessel's manoeuvring capabilities.
• Capabilities of the vessel's engines.
• Under Keel Clearance during the approach and while at anchorage.
• Any small crafts, or other floating objects near the anchoring position.
• Any submarine obstructions (cables, pipes, wrecks, etc.) in anchoring area.

The Officer in charge of the anchoring procedure must be briefed by the Master on the above
sufficient time prior to commencing the anchoring procedure. The crewmembers engaged in
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anchoring procedures must have adequate experience of anchoring operations and wear
the appropriate PPE. Communication between the Bridge and the bow should be tested before
the operation and ensured.

4. Plan for Anchoring

Planning of the anchoring operation consists of information, instructions and actions that contribute
to ship’s maneuvering to the designated anchor position and the successful anchoring in a safe
and seamanlike manner.

Master:
• Ensure that you have collected all available information on the anchorage and the
area around it. This may include:
o Meteorological and hydrological predictions including tide, current force and
direction, wind force and direction, sea state and visibility
o Shelter provided by the topography
o Availability of adequate seafloor, including the safety swinging circle of ship
o Proximity of safety hazards
o Traffic/congestion in the area
o Evaluation of depth and the nature of seabed
o Landmarks and fixed navigational marks to be used for position verification.
o Reference to Admiralty Sailing Directions, Guide to Port Entry, Port
Information Booklets and/or other relevant publications
o Review of largest scale charts to check for depths, holding ground and
proximity to shore or other dangers.
• Ask local Agent and/or Port Authorities for information regarding:
o The designated anchorage areas, their depths and nature of seabed
o The number of other ships at anchor
o The expected traffic density
o Any restrictions or limitations
o Other local navigational information.
• Consider the own ship’s maneuvering characteristics and the limitations of the
anchoring equipment.
• Consider the abort parameters and the contingency planning.
• Share with the Officers in Charge of anchoring and the OOW, before proceeding
with anchoring, the following:
o Method of approach and method of anchoring
o Anchor(s) to be used
o Depth of water and number of shackles to be deployed
o Expected weather conditions
o Communication methods
o Type of holding ground
o Anchorage condition (congested or open).

5. Readiness of Anchors – Preparation

Prior to anchoring, the Master must prepare an anchoring plan, which is to be discussed with the
relevant Officers. Anchors must be ready for use, whenever the vessel is approaching an
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anchorage, in restricted waters and when entering or leaving harbour. Prior to arrival at or off a
Port, both anchors are to be cleared ready for use.

The Master is to ensure that an experienced Officer is in charge during anchoring. It is essential
that all personnel involved have read and understood the maker's instructions regarding the
operation of the windlass and are aware of the capabilities and limitations of operation. An anchor
marking buoy is to be ready for use in marking the anchor position in the event the anchor and
cable are lost.

The minimum composition of deck personnel and their duties during anchoring operation shall be:
• experienced Officer in charge or the C/O, in direct communication with bridge;
• Bosun responsible for handling of windlass., in direct communication with officer
in charge and bridge;
• An AB responsible for handling of the windlass break;
• An AB or OS, at least, for assistance, as may be required.
When the ship is operating in waters within 10 miles of the coastline or within 10 miles of the 30 m
depth contour, the anchors must be secured in a manner which ensures that they can be easily
and quickly made ready for use, if required.

When the ship is operating in waters outside the above limits, or is experiencing heavy weather
within these limits, a secondary securing system consisting of chain / wire strops and bottle screws
must be in place. In addition, the spurring pipes must be sealed by means of cement and canvas
plugs.

During night time, the forecastle area should be adequately illuminated.

6. Anchoring Safe Procedure

The C/O advises the bridge constantly of the number of shackles of cable out and the direction of
the chain. During anchoring, in no circumstances must the windlass be allowed to operate at a rate
in excess of the manufacturers’ recommendations. The main engine should be used to manoeuvre
the vessel to relieve tension in the anchor chain during anchor lowering or before ‘heaving up’.
Taking into account that movement of the vessel may cause major damage to the vessel’s
windlass, the movement of the vessel over the ground must be accurately monitored (by using also
visual observations of landmarks/nearby anchored vessels) when the anchor chain is on gear.

During approaching both anchors should be ready and the anchor to be dropped should be lowered
up to almost one meter above the sea level and remain on brake and gear. Unless in case of an
emergency or unless required by port, the anchor should always be lowered on gear.

Where it is required to let the anchor from stowed position as “free fall”, the following should be
taken into account:

• As a safety precaution it is recommended that the anchor is “walked out” clear of

the pipe before letting go.
• If upon release of the brake the anchor does not run, personnel should NOT
attempt to shake the cable, but the brake should be re-applied, the windlass placed
in gear and the anchor walked out clear prior to release.
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• The maximum sea water depth when letting the anchor GO must not exceed the
length of approximately one (1) cable length. If bottom is dangerous /rocky, then
letting the anchor is not recommended, as the impact may damage the anchor.

The Officer in charge should ensure that crewmembers involved in the anchoring operation
should, wherever possible, stay in a protected area (preferably aft of the windlass) while
lowering of anchor.

Anchoring in a dangerous/rocky bottom should be avoided. If, however, anchoring has to be carried
out, extra attention is required to prevent ‘shock loading’ to the mooring equipment in case the
anchor is snagged in the sea bottom

During weighing, the chain itself should be properly cleaned by using the fire main system. Unless
safety reasons dictate otherwise, the anchor should be heaved up slowly so as a more thorough
wash down to be performed, effectively preventing the transport of marine organisms between
water bodies.

The maximum water depth in which routine anchoring may be carried out is 90 m. Anchoring
in deeper water is only to be carried out after operations and/or technical department
approval, or unless design characteristics differ, which must be taken into account in the
Risk Assessment process which has to be carried out and with Company’s approval and/or in
an emergency situation in which the Master considers it acceptable that the windlass may not be
capable of recovering the anchor. In this case, crew involved should be notified accordingly of
dangers involved prior operation. Routine anchoring is to be carried out at the Master's discretion
by either:
• A combination of walking out the anchor to a predetermined depth and then
controlling the length of chain paid out or letting go by using the windlass brake,
which shall not exceed on (1) cable length.
• By walking out the full intended scope of the chain under power.

In deep waters, all the necessary precautions must be taken to avoid loss of anchor and cable.
With specific reference to anchoring in deep waters, the safest method is to lower the anchors with
the help of the winch (on gear procedure). In particular, after the vessel stops and an astern
movement begins at a minimum speed (0.2 knots or less), the slackening of the cable begins. The
chain is steadily slackened until 2 shackles before the intended length has been paid out. At this
point, backing should be gradually reduced until the vessel comes to stand still with the intended
cable length dropped in the water. The vessel should then ride to her cable according to the
weather conditions. After completion of the anchoring procedure the winch is taken out of gear and
the anchor cable secured on the brake and stopper. The above anchoring method is appropriate
for any size of vessel, when the dropping of anchor is to take place in waters with depth exceeding
the 36 m.

When preparing to anchor, the Master is to brief the Officer who is about to proceed fwd on the
depth of water, the method of anchoring, the amount of chain to be walked out under power and
the total scope of cable to be used. For deep water anchoring, this briefing must include details of
the timing and staging of walking out the anchor and proposed engine movements.
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Anchors must not be dropped from the fully stowed position but should be lowered to a position,
whereby on dropping they will not contact any part of the vessel's structure.

The C/O in charge of the operation must keep the Master constantly informed as to the amount of
cable out, its direction and the degree of tension on it.

Except in an emergency situation, anchors should never be let go until the ship has nil speed over
the ground. After letting go, the ship should then be manoeuvred to carefully pay out the necessary
amount of cable. Care must be taken when using a doppler log to ascertain the speed over the
ground, particularly after an astern engine movement which may cause a temporary erroneous
reading.

Attempts must not be made to anchor across current or tidal stream. When all way has been taken
off the vessel, the vessel's head should be close to the direction of the stream and the bow should
not be swinging excessively.

Whenever possible, the anchorage position should be approached against the resultant of wind,
tide and current. During the approach, the OOW should continuously monitor the position, course,
speed and movement of any other ships nearby and inform the Master. Speed should be reduced
so that the anchor position is reached with the ship maintaining steerage way. If this is not possible,
the cable should be checked at short stay and veered as the ship swings. The engines should be
used, as necessary, to prevent undue weight coming on to the cable during the swing.

Prior to dropping the anchors, the C/O should ensure the following:

• The proper preparation of anchors (removal of spurling pipe covers - additional

lashing, if any).
• Adequate communication between the anchoring station and the Bridge has been
established and tested.
• All persons involved on the anchoring station are to be equipped with the proper
PPE and appropriate goggles are worn by them.
• At least a safe distance of five (5) cables from other vessels in the vicinity is
ensured during the entire anchoring period.
• That no small craft or other floating objects are near the anchoring position.
• Anchoring orders given by the Master to the C/O through hand-held radios should
always be verified using the vessel's and persons' names.
• In order to avoid damaging the anchoring equipment by using the free fall method,
the anchors should be dropped with the winch in gear.

The length of cable used must be sufficient to avoid / prevent dragging in all anticipated conditions
of weather, tide, current and draft. The amount of cable to be used should be 4 – 6 times the depth
of water. However, the Master must not hesitate to use more than this, whenever he considers it
necessary to do so.

With zero speed over the ground, the anchor must be lowered under power until it is just over
seabed. The winch should then be taken off gear for free slip anchoring. This reduces the possibility
of the anchor and cable building up momentum able to overcome the holding capability of the
brake.
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Under special circumstances, it may be necessary to conduct the entire operation under power
with the winch in gear. This must be done extremely carefully with zero speed over the ground.
Any loading on the anchor or cable may result in a serious mechanical damage of the gear system.

Before the anchor touches the bottom, the Master is to ensure that the water depth indicated by
the echo sounder corresponds to the charted depth in the planned anchor position and that the
vessel's speed over the ground has been reduced to an acceptable minimum.

When the vessel is brought up, the chain compressor bar or tongue is to be properly engaged
across and bearing on the cable and the device for securing the bar or tongue inserted in its closed
position. The windlass is then to be left out of gear, with the brake firmly secured as a back-up to
the chain compressor.

It should be noted that the chain stopper is designed to take the weight off the anchor.

Once anchored:

• chain/cable must be secured with the windlass brake;

• chain stopper must be lowered into position and secured with the pin;
• the motor must be disengaged from the cable lifter (Gypsy);
• the second anchor must be ready for letting go in an emergency.

After coming to anchor, the ship's position must be carefully established and checked by at least
one alternative method. The particulars are to be entered in the Bridge logbook. Anchor bearings
must be taken as soon as the ship has brought up in the riding position and these must then be
checked frequently to detect any dragging.

Anchor chains, shackles and pins must be inspected when anchors are being weighed. Any
deficiencies discovered shall be corrected at the earliest opportunity. Chains must be marked with
the customary turns of wire and painted links to indicate the amount of cable in use.

In case of deterioration of visibility, or in advance of adverse weather / wind conditions or

for any other reason (heavy concentration of vessels in anchorage, not good holding
ground, etc.) the vessel's safe anchorage might be affected, it remains clearly at Master’s
discretion:
• Whether the vessel shall or shall not proceed to the anchorage, following the
anchoring operations described above, or
• In case the vessel is at anchor, whether she shall remain at the anchorage or shall
be put to sea.

At all times, effective monitoring of weather conditions is essential to ensure the safety of anchored
vessel. A safe distance of at least one (1) nautical mile from the charted dangers and the other
anchored vessels to be ensured.
In any case, the vessel should get underway at Master’s discretion:
• Before excessive tension develops in the cable and before the sea and swell
become too high to prevent safe recovery of the anchor;
• When vessel is dragging.
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Port authority concerns, such as instructions from the Harbor VTS or Port Authority or even
from the Office and/or commercial concerns, such as those associated with increased fuel
consumption or losing a place in a berthing queue or rendering the Notice of Readiness
invalid, should under NO circumstances affect the decision regarding when to get
underway. Similarly, Master should first heave up the anchor in order to ensure ship`s safe
operation and then inform operations department accordingly in order to consider
commercial actions.

Whilst at anchor, if weather conditions and/ or forecasts are exceeding the design limits,
the following should be considered:
• Main engine on standby.
• Check with agents on availability of tugs at short notice.
• Heave anchor, making sure that the main engine is used in such a way that
minimum tension and as little vertical direction as possible is kept in the chain.
• Preparations to cut the chain in case of an emergency, e.g. by means of chain
shackle dismantling should be made.

Anchoring in a congested anchorage should be avoided. If, however, anchoring has to be

carried out then:
• Approaching should be carried out with the minimum safe speed and higher Bridge
Condition;
• Ship’s position during approaching/sailing should be also monitored by Radar PI
and bearings.

7. Heaving up Anchor Safe Procedure

It is of paramount importance the Master to be fully aware of the anchoring limitations of his vessel
and the relevant guidelines in the OCIMF publication “Anchoring Systems and Procedures” (2010),
in order to leave his anchoring position, before it becomes too late. Reference to the relevant
following 2 templates may also be made:

Limitation of the Anchoring System:

Typically, a windlass is required to heave in the weight of an anchor and chain from a
depth of between 82.5 and 100 metres, depending on individual Class requirements. The
windlass is not designed to break out the anchor from the seabed and may not be
designed to lift chain lengths in excess of Class minimum requirements.

Mariners should be aware that windlasses are typically designed to lift a maximum
weight of an anchor and three free-hanging shackles (shots) of cable.

The normal pulling force of the windlass is limited and in deeper water it is usually not
possible to lift the whole chain length with the anchor hanging free in the water. For
example, the weight of an anchor and 14 shackles of 100 mm diameter chain is
approximately 104 tonnes. The windlass typically will be designed to lift 47 tonnes and
have a maximum pulling force of 71 tonnes.
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It should also be noted that existing Classification Society rules are based on anchoring
in sheltered waters. While wind and current forces are considered, dynamic forces
associated with waves and swell are not. As anchorages are moved further offshore,
these forces have increasing influence and they should be taken into account by owners
when specifying equipment.

The weakest component in most anchoring systems is the windlass motor. The two
main failure modes of motors are associated with heaving when there is too much
weight on the cable and walking-out the cable with excessive way on the vessel.

When attempting to recover anchors in extreme conditions, the windlass will heave until
its pulling force is exceeded by the tension in the chain. At that time, the windlass may
start to render and such rendering may lead to damage to the motor's components. This
could result in catastrophic failure and the associated risk of personal injury.

When walking-out the anchor by means of the windlass motor, it is important that the
vessel's speed over the ground is less than the walking-out speed, which is typically
9 metres/ min, equivalent to less than 0.3 knot. Higher speeds over the ground may
cause the motor to render.

Sudden stop of the windlass during heave up operation or during paying out chain
while keeping the control lever in “heave” position indicates that the maximum load
of the windlass has been exceeded. In this case, engage BRAKE in order to avoid
damage of the motor.
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Details of Anchor Equipment for Typical Vessel Sizes:

Chain Windlass Bitter Chain

Anchor
Stopper Brake End Cable
Holding
Chain
Power Max Max
Proof Render Rule
(tonnes) Design Design
Equipment Test load Breaking
Ship Size EN (assume Load Load
Details HHP at
Load
(80%MBL
(45%MBL
(30%MBL
Load
(tonnes) - tonnes) (MBL -
8 - tonnes) - tonnes)
tonnes)
x weight)

Anchor weight
Medium 3105 56 82 350 197 131 438
= 7 tonnes
Range
(47,000 Windlass max
DWT) pull = 41
tonnes
Chain spec =
U3,
76 mm dia,
660 m length
Anchor weight
4825 88 109 525 295 197 656
Aframax = 11 tonnes
(115.000 Windlass max
DWT) pull = 64
tonnes
Chain spec=
U3,
95mmdia,
742.5 m length
Anchor weight
8597 156 152 874 491 328 1092
VLCC = 19.5 tonnes
(300,000 Windlass max
DWT) pull – 115
tonnes
Chain spec =
U3, 127 mm
dia,
770 m length

Windlass makers instructions on how to heave the anchor must be reviewed, understood and
strictly followed by all ship`s responsible in heaving of anchor operation.
At all times, it should be clearly understood that:
Windlass is NOT designed to pull the vessel to the anchor.
Misuse can cause damages to the planetary gear or the hydraulic motor and/or to the
chain cable and/or to the anchor.

In this respect, during heaving operation the following steps should be followed:
• Start the windlass driving unit;
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• Ensure that claw clutches of the rope drums are disengaged, drum brakes are
closed;
• Engage claw clutch of windlass unit;
• Open the brake of the windlass unit;
• Take in the chain slack by using the driving motor. Chain will be tightened, stopper
barwill become unloaded;
• Close the brake of the windlass unit;
• Open the chain stopper by removing the securing pin and open/secure the stopper
bar;
• Open the brake of the windlass unit;
• Commence heaving the anchor;
• Reduce the chain speed to a minimum at the last meters before the anchor pocket;
• Slowly home the anchor;
• Close the brake of the windlass unit when the anchor reaches its resting position;
• Fix the anchor in the pocket by tightening the lashing device;
• Unload the chain between windlass and lashing device of the chain stopper to
release the tension from the windlass by opening the windlass brake slightly;
• Close the windlass brake;
• Disengage claw clutch of the windlass unit;
• Shut down the windlass driving unit;
• NEVER leave the chain stopper on the cable chain while heaving operation, since
may lead to injury of involved personnel or to seizure of the stopper on the chain,
in case excessive outward forces are exercised on the chain.

During weighing, the chain itself should be properly cleaned by using the fire main system. Unless
safety reasons dictate otherwise, the anchor should be heaved up slowly so as a more thorough
wash down to be performed, effectively preventing the transport of marine organisms between
water bodies.
In addition, when heaving up anchor during adverse weather conditions, the following factors
shall be taken into consideration:
The anchoring equipment is not designed to hold a vessel off fully exposed coasts in rough weather
or for frequent anchoring operations in open sea. In such conditions, the loads on the anchoring
equipment will increase to such a degree that its components may be damaged or lost owing to
the high energy forces generated.
To avoid excessive loads affecting the windlass system, safety rules have to be observed as
follows:
• The chain must be in vertical position as far as possible to ensure the windlass is
loaded by chain/anchor weight only;
• Sudden loads to the chain must be avoided;
• Two persons are required to operate the windlass, one will operate the winch
control lever and the second the brake;
• Before opening the brake, the winch control lever must be set to max load position
in heave direction (high torque/low speed);
• Then brake can be opened and anchor chain can be heaved. Control lever must
be kept in “Max load” position, even if the heaving time will increase;
• In case of sudden stop of the windlass during heave operation, the control
lever must be kept in “Max load” position;
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• Windlass brake must be closed while keeping control lever in “Max load”
position;
• Once windlass brake is closed, the control lever can be released to “Zero”
position;
• Heave operation can be restarted after the load relieve of the anchor chain
and anchor is again loose.

8. Vessel at Anchor - Anchor watches

A continuous navigational watch shall be maintained at anchor, in which case the Officer in charge
shall:

• Follow the Master's Standing Orders, the operational guidance for Deck Officers
and the Master's Bridge Order Book for additional information.
• Determine and plot ship's position on the appropriate chart, as soon as practicable.
• Determine the ship's swinging circle.
• As appropriate, advise port authorities of the anchored position.
• Check at frequent intervals whether the ship is remaining securely at anchor, by
taking bearings of fixed navigation marks or readily identifiable shore objects and
monitoring swinging pattern. The frequency shall be determined by prevailing
hazards, but shall never be greater than one hour. The vessel's position should be
verified using more than one method (visual bearings, GPS, etc.).
• Ensure that a proper lookout is maintained.
• Confirm that the appropriate status is selected on AIS.
• Ensure that inspection rounds of the ship are made periodically.
• Observe meteorological and tidal conditions, periods of max. current and the state
of the sea.
• Notify the Master and take the necessary measures, if the ship drags anchor.
• Ensure the state of readiness of the Main Engine and that all other auxiliary
machinery is in accordance with the Master's instructions. In exposed or congested
anchorage, the engines should not be disabled. The effective communication
between the Master and C/E while vessel is anchored is of paramount importance
to ensure the engine readiness.
• If visibility deteriorates, or for any other reason the vessel's safe anchorage is
affected, notify the Master.
• Ensure that the ship exhibits the appropriate lights and shapes and that
appropriate sound signals are made in accordance with applicable regulations.
• The VHF must be constantly monitored while the ship is at anchor and the Main
Engine and Steering Gear must be maintained ready for use.
• In appropriate circumstances, maintain anti-piracy precautions as laid down in the
Master's standing orders and the vessel’s SSP.
• Monitor compliance with environmental protection requirements and comply with
any additional regional or local requirements.
• Use form NAV 13 “Anchoring and anchor watch procedures” to document
checks conducted during preparation for anchoring, during anchoring and during
anchor watches.

When the ship is at anchor, machinery and personnel must be kept in a sufficient state of readiness
to deal with conditions that may arise. The Master is to inform the C/E of the degree of readiness
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required for the Main Engine, Steering Gear and deck machinery. The strength of the watch must
at all times be adequate for the prevailing conditions, bearing in mind the need for preservation of
the ship's safety and security.

The approach of passing traffic and other anchored vessels is to be closely monitored when at
anchor. Should risk of collision be deemed to exist, or doubt arises as to any vessel's intentions,
immediate contact must be established with the other vessel by means of whistle, signal lamp or
VHF.

It should be borne in mind that the position of the anchor could be at an appreciable distance from
the indicated plot at the Bridge. The maximum distance between the anchor and the stern should
be calculated and used as a radius to encircle the anchor position, to ensure that the ship has
adequate clearance to swing about the anchor. Under special circumstances and conditions, the
Master should undertake any necessary measures, such as increasing the watch.

Use of ECDIS while at Anchor

OOW: Use the ECDIS effectively to ensure safe navigation during anchoring. This may include:
• Configuring of ECDIS display.
• Identifying of prohibited and/or restricted areas
• Calculating the safety swinging circle and checking that enough sea room in width
and depth is available.

Safety Swinging Circle = Length of Anchor Cable + (2 x Length of Ship)

• Drawing the safety swinging circle on ECDIS, setting the anchor guard alarms and
checking manually the ENCs for navigational hazards.

Anchoring for extended periods.

When the ship remains at anchorage for a long period then this may cause the anchor or its chain
to get fouled. There is a possibility of a knot forming in the chain and this may impact the chain’s
condition.
Master: Consider after an initial period of 5 days to:
• Slack the anchor’s cable for few meters every day.
• Heave the anchor and re-anchor with the other one every 5 days

Anchoring operations and their impact to environment.

The discharge from chain locker effluent during anchoring operations causes concern for the
trading of non-indigenous species.
Master: Make sure that:
• The anchor chain is thoroughly washed down during heaving operations.
• Chain lockers are cleaned thoroughly, as per the PMS and during dry-docking.

9. Securing of Anchors and Cables

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At the start of every sea passage, the C/O should ensure that the anchor is secured for sea and in
this respect, he must physically inspect each winch. The pawl bar should be properly located, so
that the cable will not run and that pawl bar itself is secured, so that it will not work loose as a result
of vibration and sea effects. The following procedure is to be followed for securing an anchor, in
the order laid down:

• Heave anchor fully home and apply brake.

• Fit and tension the anchor lashing to ensure that the anchor is held secure in the
hawse during the voyage. Engage and secure the chain compressor bar or tongue
across the chain, if possible, as a back-up during the voyage. If the bar or tongue
does not engage properly on the chain, then it is to be lowered across the chain
as far as possible and lashed down in this position in such a manner that, if the
cable does slip, the bar or tongue will fall into place across the chain.
• Take the windlass out of gear.
• Seal the spurling pipe and close the hawse pipe.

The secondary securing system should be designed so that the anchor is held tightly against its
landing place. To be effective, the secondary securing system must exhibit the following features:

• All wire, chain, shackles and bottle screws must each have a SWL equal to at least
the weight of the anchor plus the weight of the length of cable between the anchor
and cable lifter.
• It must be secured to or around strong foundations.
• The system is likely to pass through a link or shackle close to the inboard end of
the anchor shank. Because of the sharp bends that are likely to occur, the use of
chain is preferable in such locations.

The secondary system must be removed, together with the spurling pipe cover, when the ship
approaches the anchorage area. The C/O is responsible to ensure that anchors are cleared as
required. When the ship commences a voyage, where the secondary system is required to be in
place, he is responsible to ensure that it is properly deployed and that the anchor is securely
housed.

10. Anchorage in Ice – Winches Freezing Weather Precautions

Anchoring in icy waters should be avoided, unless there is no alternative. Ice can cause undue
strain on the anchor cable with the risk of losing the anchor. When operating in temperatures
below 4°C, the C/E must ensure that winches are protected against the consequences of freezing
by either:

• For steam operating winches (if available), thoroughly draining deck lines and
steam chests, and drain valves left open.
• Operating the winches continuously at slow speed. Due regard must be paid to
ensuring the effective lubrication of gears and bearings. The OOW must ensure
that this programme is carried out in accordance with the C/E's instructions.
• Precautions should be taken to ensure proper operation of windlass
system/machinery (i.e. pre-heating/circulation of hydraulic oil).
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• The forecastle area should be cleaned from any ice on deck. De-icing of the
anchoring stations and surrounding deck areas by the use of salt and / or steam
smothering in order to minimize the risk of slippery surfaces.

11. Anchoring of Large Vessels

A major cause of anchors being lost in large vessels is the performance of the brake during the
anchor drop. This can be caused by the inefficiency of the brake, the method of application or an
excess of dynamic loading. These failures occur due to the brakes inability to absorb energy in the
process of arresting the moving cable (dynamic load) rather than the inability to restrain the
movement of the anchored vessel (static load).

In large ships it is essential to ensure that the vessel is stopped before attempting to anchor. Large
vessels can suffer an equipment failure if attempting to anchor whilst moving at speed as low as
half a knot over the ground, since the capability of the anchoring equipment to absorb the
momentum of the vessel is extremely restricted. There are two generally accepted ways of
anchoring large vessels:

• With the vessel stopped over the ground, the anchor and cable are walked out until
half a shackle or less is off the bottom. The anchor then disengaged and let go on
brake. The speed of cable flow is controlled by applying brake.
• The vessel stopped over the ground. The anchor and cable is then walked out
under power until the complete length of cable required is paid out on the seabed.

The disadvantages of Method 1 are that if the cable is paid out too fast, the anchor and cable will
pile up on the bottom leading to poor holding. Secondly, if the brake fails as discussed above, then
the cable will run out to bitter end with consequent damage.

The 2nd Method requires a controlled cable flow and an accurate estimation of the vessel's
movement, in order to prevent a major damage to the vessel's windlass. It is essential the weight
on the windlass is not excessive, allowing the windlass to free wheel.

In both cases it is essential that the vessel's speed over the ground is as close to zero as possible.
This can be difficult to achieve, particularly when anchoring offshore in the deepwater anchorages
frequently used by large vessels.

12. Environmental Restrictions

The maximum environmental loads include the following specifications:

Sheltered waters:
• Current velocity: max. 2.5 m/s
• Wind velocity: max. 25 m/s.
• No waves (sheltered waters)

Open waters:
• Current velocity: max. 1.5 m/s
• Wind velocity: max. 11 m/s
• Significant wave height: max. 2m.
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In order to achieve the necessary anchor holding power:

• The anchor chain and fore-runner must remain horizontal on the seabed.
• A good holding ground must be available.
• The ratio between water depth and chain length must be 3x Depth of Water (NOT
less than 4 shackles).

13. Checking Anchors at Sea

During prolonged periods of heavy weather, they should be regularly checked as per Master’s
instructions and at least once every 8 hours, if necessary, by turning the ship off the wind and sea,
so that this can be safely accomplished.

Prior to the onset of heavy weather, the anchor securing systems must be checked to ensure that
they are properly deployed and that the anchor is securely housed.

Masters should be aware that anchoring in same location for extended periods of time may cause
anchor chains to become foul and form chain balls or knots that may hamper anchor recovery. In
order to avoid this issue, Masters may need to consider routinely weighing anchor and re-
anchoring.

14. Anchoring Off Port Limits (OPL)

There are times when the ship is necessary to anchor in a non-designated location. This may be
due to ships operations or in the event of an emergency.
Master:
• Ensure that there are no local restrictions prior to dropping the anchor (i.e., it is a
criminal offence to anchor in the OPL waters within the territorial waters of
Singapore, Indonesia and Malaysia).
• Assess the seabed suitability. Check carefully the navigational charts, the
admiralty sailing directions or any other publication or information available as part
of the assessment.
• Configure the appropriate ECDIS display settings.
• Check for potentially environmentally sensitive areas such as reefs, as there is a
risk of damaging the subsea environment, which may lead to significant fines.
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• Ensure that the selected anchoring location is in the intended country’s waters,
with consideration made for any movement whilst at anchor, when anchoring close
to neighboring waters.
• Avoid to anchor when there is any doubt as to whether it is permitted or safe to do
so.

15. Recovery of Anchor / Preventing Anchor Loss

The anchor could be lost when:

• Anchoring in deep waters
• The windlass has insufficient power to recover the anchor, even in moderate
weather.
• Stuck or fouled
• Dragging
• Anchoring in emergency to avoid grounding or collision.
Master:
• Keep the ship’s head into the wind and ease the tension on the cable by using the
main engine and rudder while heaving the anchor, in case of dragging anchor.
• Heave up and proceed to open, safe area well in time when the weather conditions
are likely to deteriorate.
• Shift to another anchorage or drift offshore or pay out more cable, depending on
the prevailing circumstances.
• Attempt to pull out the anchor free.
o When fouled in shallow waters:
▪ Use of engine(s), secure the anchor chain using the chain stopper and disconnect
the windlass from gear, while steaming to free the anchor. Keep the personnel clear
of the chain under tension, or
▪ Lower and heave the anchor again.
o When at deep waters, move with care the ship using the engines towards
shallower waters to drag the anchor and cable along the seabed. The
windlass should always be taken out of gear and the chain firmly secured
using the chain stopper, before attempting this maneuver to avoid the
windlass being damaged. Keep the personnel clear of the chain under
tension.
• Consider as last option slip the anchor from the bitter end after tying up an anchor
buoy to assist in recovery at a later stage. In this case:
o Assess the extent of the damage.
o Inform the Officer in Charge of the anchoring party about your intention.
o Note the last position of anchor in the RADAR, GPS and ECDIS.
o Record the exact co-ordinates in the Bridge Log Book.
o Inform the:
▪ Marine Manager/ Senior Marine Superintendent, Operations
Manager and DPA
▪ Port Authorities and Agents
▪ Vessel Traffic Services (VTS), if applicable
▪ Other appropriate Authorities
▪ Ships in the vicinity.
• Record in detail the events in the Bridge Log Book.
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16. Maintenance on Main Engine while at Anchor

Unless it is considered essential, maintenance work which immobilizes the main propulsion system
should not be carried out when the ship is at anchor. The vessels may perform maintenance work
while at anchor, only if permitted by the Company and the local Authorities.

When the C/E deems that maintenance work is necessary, the following instructions are applied:

• The ship Superintendent is to be informed.

• The Master shall give his approval based on the evaluation of availability of both
anchors, suitability of seabed for anchoring and anchored position i.e. whether in
open sea or sheltered waters.
• Good weather forecasts for the time required for the maintenance work.
• All the weather forecasts available should be listened to during maintenance
operations.

17. Emergency anchoring

It is fortunately rare to have to anchor a ship in an emergency. In most circumstances it is unlikely

that the ship's anchors would be capable of stopping a large vessel if the rate of drift at the time of
deployment is in excess of about a half a knot. As anchor holding power is not proportional to
vessel size, the larger the vessel, the less effective emergency anchoring is likely to be in arresting
the vessel's motion. Despite this, in an emergency every available means, including use of the
anchors, should be considered for use. The factors likely to impact on the success of emergency
anchoring include:

• Size of the vessel

• Speed over the ground
• Steepness of the seabed and proximity of shoals
• Nature of the seabed and anticipated holding power of the anchors
• Environmental conditions
• Condition of the ship's propulsion and steering systems
• Status of the anchoring equipment
• Availability and capability of tug support.

In emergency situations it is recommended that anchors are made ready for use at the earliest
opportunity.

If the water depth is deeper than the length of the available cable, the anchors may be walked-out
to about 3 shackles in the water and then the brake and chain stopper applied. The anchors and
cable may have the effect of a drogue and may also help to keep the ship's head to the weather.

If the water depth is suitable, it may be possible to slow or stop the vessel's drift by lowering the
anchors on the brake until such time as they start to drag along the seabed. The actual length of
cable deployed will vary with the depth of water and the vessel's size. For larger vessels, the
amount of cable on the bottom should initially be short but can be gradually increased as the ship's
speed decreases. This action should bring the ship's head into the weather and slow her speed
over the ground. This is unlikely to be successful on a rocky seabed but should still be attempted.
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Any attempt to use the anchors to slow or stop a vessel's drift may result in the loss of the anchors
and cables and/or significant damage to the vessel's anchor system, including the risk of
catastrophic failure of windlass drive motors. While this may be acceptable when considering the
wider aim of preventing the vessel from grounding, the potential for injury to the anchor party in
such cases should be recognized.

18. Emergency departure from Anchorage

Master:
• Abort the anchorage in time, when:
o The weather prognosis indicated significant weather deterioration
▪ Winds increase to Beaufort Scale 7 or
▪ Significant wave heights up to 2 meters or
▪ Current speeds up to 3 knots.
o The ship cannot maintain a safe distance of 8 cables from the nearest
shore, other ships, shallow waters or navigational hazards. The only
exception to this rule is when the ship is anchored in rivers or anchored by
a pilot at a point specified by the Port Control and the distance of 8 cables
cannot maintained. However, in no case shall the distance reach less than
4 cables.
o The ship’s starts dragging or another ship at anchor starts dragging towards
our ship.
o There is an imminent security threat.
• Consider, as a last option, to lose the anchor by releasing the bitter end, when the
raise of the anchor is impossible due to external forces or damage to windlass and
the ship and crew safety is in danger.
• Ensure that there is a full bridge team available.
• Stop any other operation onboard.
• Advise the Marine S/T and local authorities/VTS about your decision to abort the
anchorage.
OOW:
• Call the Master when conditions indicating immediate abort of the anchorage.
• Call the C/E and the E/R asking for engine(s) readiness as soon as possible.
• Alert the anchor team and provide power to the anchoring equipment.
• Prepare a navigation plan to move the ship away from other anchored ships.
• Inform other ships in vicinity.
• Record in detail the events in the Bridge Log Book.

19. Deterioration of weather while at anchorage

When the weather prognosis indicates winds increase to Beaufort Scale 7 and/or significant wave
heights of 2 m and/or current speeds of 3 knots, do the following well in advance to avoid any high-
risk condition:
• Use all available means for position verification and situational awareness.
• Proceed with a detailed planning and RA in the event that rapidly deteriorating
weather is forecast.
• Make timely decisions whether to:
o Weight anchor and depart the anchorage.
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o Pay out more anchor’s cable.

o Slip the anchor cable if necessary.
o Drop another anchor.
o Call tug(s) for assistance.
o Reduce the ship’s windage area (e.g., use ballast to increase the ship’s
draft).
o Monitor the situation and let the ship drag in a controlled manner in the
anchorage area.
• It is prudent to leave the anchorage area before the weather deteriorates.

6.2.4 Relevant Forms

NAV13, "Anchoring and anchor watch": This must be completed before and during anchorage
by the OOW and a relevant entry must be made in the Bridge logbook.

6.3 Deterioration of weather during Cargo Operations at Port

Operation Description Beaufort Scale Wind Speed Wave Height
Stop Cargo Operation and 28 knots and
Near Gale Force 7 over 2.0 m
Disconnect rising
Vacate the Berth Strong Gale Force 9 over 40 knots over 3.0 m

Master:
• Consider to stop cargo operations and disconnect when the current stream is more
than:
o 3 knots from directly ahead or astern (00 or 1800)
o 2 knots at 100 or 1700
o 1 knot from the direction of maximum beam current loading.
6.4 Accommodation Ladders and Gangways
Careful attention must be given for ensuring that gangways and accommodation ladders are properly rigged
and kept in a safe condition at all times when the ship is at a berth or at anchor. Ladder and gangway
stanchions and side rigging must be maintained in good condition. The OOW is responsible for ensuring that
the gangway or accommodation ladder is adjusted to meet with the changes in the ship's draft or tidal
conditions and that it is kept clear of obstruction. Adequate lighting must be provided at night, either by means
of a spotlight or by portable floodlights of an approved type.

All persons boarding or leaving the ship must do so by way of the gangway or accommodation ladder. Nobody
shall be permitted to board or leave the ship until a proper means of access is available. All personnel and
both ship and shore staff, must only use the designated means of access. The CSWP gives details of the
rigging and positioning of access equipment and should be followed whenever possible.

6.4.1 Safety Nets

The purpose of a safety net is to minimize the risk of injury arising from falling between the ship
and quayside, between two ships, or falling onto a quay or jetty. Safety nets of suitable strength,
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dimensions, mesh size and strength must be rigged using available securing points on the ship
and on the shore. Where practicable, the whole length of the access is to be covered with a net.

Safety nets must always be rigged when an accommodation ladder or gangway is in use. These
nets, which must be of polyester or polypropylene, should not be used for any other purpose. They
should be inspected frequently and replaced at any sign of deterioration.

6.4.2 Other Equipment

A lifebuoy fitted with a self-activating light and also a separate 27 m. of buoyant line attached to a
quoit or similar device, is to be provided ready for use at the point of access to the vessel.

When a bulwark ladder is used in conjunction with a gangway, it must be fitted in such a way that
it is properly and safely secured.

Ship's handrails are not to be used to support gangways, unless the rail has been specially
reinforced for that purpose.

Gangways and accommodation ladders are normally used as the main types of access, however
certain types of vessel may have special access points. These are to be treated with similar
precautions and handling as conventional access means, but may have special additional
requirements unique to the class of vessel.

Rope ladders must only be used as a means of access if there is no other safe alternative. They
must never be used as an easy substitute. Rope ladders must provide an adequate slip resistant
foothold and must be secured so that they are firmly held against twist, turn or tilt.

6.4.3 Rigging
Gangways must not be rigged at an angle of more than 30° and accommodation ladders no more
than 55° from below the horizontal, unless specifically designed for greater angles.

Where a gangway or accommodation ladder rests on top of a bulwark or strengthened handrails,

a bulwark ladder must be provided. Any gap between the gangway or accommodation ladder and
bulwark ladder is to be fenced to a height of at least 1 m. Handrails are to be fitted to at least one
side of the bulwark ladder, to ensure a safe passage to and from the gangway.

Aluminium equipment should not be dragged or rubbed across steel since it may leave a smear
which, if subsequently struck by a hammer or falling object, can cause an incendive spark. In this
respect, it is recommended that the undersides of aluminium gangways and other heavy portable
aluminium structures are protected with a hard plastic or wooden strip to prevent smears being
transferred to steel surfaces.

After the access has been rigged, it must be checked to ensure that it is safe to use. Regular
checks are to be made during the period of use and any adjustments made as required. Stanchions
are to be securely rigged and guard ropes or chains kept taught at all times. The access is to be
sited clear of any area which a suspended load is expected to pass.
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A gangway or accommodation ladder must never be allowed to drop between the ship and the
quay or other structure, in such a way that it may be crushed or damaged.

If the gangway is fitted with wheels or rollers, it must be fitted or protected in such a way to prevent
feet from being caught and must be placed in a position that does not restrict the free movement
of the wheels. If the landing surface is rough, suitable material is to be placed under the wheels to
ensure free movement.

6.4.4 Marking
All accommodation ladders and gangways must be clearly marked with the manufacturer's name,
model number, maximum angle of use, Safe Working Load (SWL), maximum number of persons
and date of last load test. The SWL is the load as per the load test. The maximum number of
persons is the SWL divided by 75 (using 75kg as an average person weight).

6.4.5 Maintenance
All ship's access equipment must be inspected at regular intervals and maintained as per the
manufacturer's instructions and the PMS (refer to FIM CH. F). The majority of gangways and
accommodation ladders are constructed of aluminium alloys which can corrode easily when in
contact with other metals. Care must therefore be taken to ensure that joints of rubber or neoprene
are used between steel fittings (e.g. stowage points, washers, etc.) and aluminium. Any repairs
using steel doublers or bolts made from steel or brass are to be considered only as temporary.
Permanent repairs must be undertaken as soon as possible.

6.4.6 Shore-supplied Gangways and Ladders

When the access equipment is provided by the shore, it is still the Master's responsibility to ensure
that the equipment is suitable, properly rigged and adequately illuminated. As far as practicable,
such a gangway should be examined by the OOW to ensure that it is properly rigged and deployed
and is in a safe condition for use. Defects must be reported to the shore authority for immediate
action or repair. If any doubts about the condition exist, it must not be used.

6.4.7 Pilot Ladders

Reference is made to SOLAS Ch. V, which lists the requirements for pilot ladders (see also the
Navigation procedures regarding the safe boarding of pilots). Pilot ladders must be rigged so that
they allow safe access of the pilot for boarding and disembarking from the ship. Ladders are to be
positioned where practicable within the midship half-length of the vessel, have each step resting
firmly against the ship's side and be clear of any possible discharges from the ship. When receiving
new ladders, a careful check must be made to ensure that they are not only of sound construction
but also comply with SOLAS.

Tripping lines (i.e. ropes connected to the ladder base designed for heaving the lower part of the
ladder) are not allowed in any circumstances.

Pilot ladders are to be used solely for the purpose of safe access from the water to the ship. They
must not be used for any other purpose.
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A 30-month renewal policy is being implemented for pilot ladders and monitored via PMS.

6.4.8 Associated Equipment

The following items of equipment should be placed by the pilot ladder:

• Two-man ropes of not less than 28 mm.

• A lifebuoy with a self-igniting light.
• A heaving line.
• Lighting, both overside and at point of access onto ship.
• A bulwark ladder, where no gateway in the rails or bulwark exists.

6.4.9 Pilot Ladders Used in Combination with Accommodation Ladders

A pilot is not required to climb more than 9 m. on a vertical ladder. In cases where the distance
between the surface of the water and the ship's point of access is more than 9 m., the pilot ladder
is to be used in conjunction with an aft facing accommodation ladder.

The pilot ladder must be rigged adjacent to the lower platform of the accommodation ladder and
is to extend at least 2 m above the lower platform. The lower platform is to be in a horizontal
position when in use. All stanchions and hand-ropes are to be secured and taught.

Lighting is to be provided so that the full length of the accommodation ladder, as well as the pilot
ladder, is adequately illuminated at night.

1. Pilot Hoists

Use of mechanical pilot hoists is prohibited in accordance to IMO MSC.308(88) and SOLAS.

Notes:
Text and text boxes in text
In Grey: Important Note
In Orange: To be posted
In Yellow: To be quoted when necessary
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APPENDIX I Special Areas under MARPOL

APPENDIX II Particularly Sensitive Areas

APPENDIX III Security Charts

APPENDIX IV Paper Charts Management

APPENDIX V List of Minimum Navigational Equipment

APPENDIX VI Navigating the RADAR