NAVIGATION

Revision No. : 3
Revision Date : 24-Jan-25
Review Date : 24-Jan-25
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NAVIGATION MANUAL

EDITION - III
Notes:
1. This manual is valid from the issue date.
2. This manual is not to be altered or marked in any way.
3. Any review or alteration to this manual is to be carried out as per the system
procedures.
4. Any revisions of this manual will be recorded on the Revision sheet.

Issued By: Approved By:

DOC Head
Synergy Maritime Private Limited

This publication is the property of Synergy Maritime Private Limited, henceforth

referred to as “Company”. No part of this publication is to be reproduced, stored in
a retrieval system, or transmitted in any form or by any means without the prior
permission of Management.

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RECORD OF REVISION Page : 1 of 2

RECORD OF REVISION
This procedure was first released as Edition 0, in 2006 and first major revision was
released as Edition 1 on 21st Oct 2009. After which various revisions were releasedto
multiple chapters.
The second major revision to the manual was released as Edition II on 31st Jan 2013. The
third major revision to the manual was released as Edition III on 15th May 2022. Record of
all the previous revisions are maintained in office with QHSE team.
Chapter Page Rev. No. Date
Responsibilities 3,5,6 1 15-Dec-22
Bridge Resource Management 1,3 1 15-Dec-22
Passage Planning 7 1 15-Dec-22
Under keel and vertical clearances 2,8 1 15-Dec-22
Watchkeeping 4,6,7,11,15,17 1 15-Dec-22
Anchoring operations and at anchor 2,9,13,19 1 15-Dec-22
Pilotage and Berthing 1 1 15-Dec-22
Bridge Equipment 2,3,5,6,7,8 1 15-Dec-22
ECDIS 1,3,7,9,10,11,12,13,14,24 1 15-Dec-22
,30
Charts, Publications & Records 13,9 1 15-Dec-22
Passage planning mandatory routeing 16,17 1 15-Dec-22
Bridge equipment operations guide 5,6,8,31,33 1 15-Dec-22
Synergy User Charts 1 1 15-Dec-22
Ch 03 Responsibilities 3,4,7 2 30-Nov- 23
Ch 04 Bridge Resource Management 3,4,5,6 2 30-Nov- 23
Ch 05 Passage Planning Procedures 3 2 30-Nov- 23
Ch 06 Under keel clearance and vertical clearance 1 2 30-Nov- 23
Ch 07 Watchkeeping 8 2 30-Nov- 23
Ch 08 Navigation in restricted conditions 5 1 30-Nov- 23
Ch 09 Anchoring 4,19 2 30-Nov- 23
Ch 11 Bridge Equipment 6 2 30-Nov- 23
Ch 12 ECDIS 14 2 30-Nov- 23

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Z1 Appendix 1 Master's Standing Orders 2,3 2 30-Nov- 23

Ch 03 Responsibilities 1,2,3 3 24-Jan-25
Ch 04 Bridge Resource Management 2 3 24-Jan-25
Ch 05 Passage Planning Procedures 4,5,8,9,10 3 24-Jan-25
Ch 06 Under keel clearance and vertical clearance 2,3,4,5 3 24-Jan-25
Ch 07 Watchkeeping 2,3,4,5,6,7,8,9,12,13,16, 3 24-Jan-25
17,19
Ch 08 Navigation in restricted conditions 1,2,3,4 2 24-Jan-25
Ch 09 Anchoring 2,3,7,15 3 24-Jan-25
Ch 10 Pilotage and Berthing 1,2,5,8 2 24-Jan-25
Ch 11 Bridge Equipment 1,6,7,9,10,13,15,17,21 3 24-Jan-25
Ch 12 ECDIS Full Chapter 3 24-Jan-25
Ch 13 Charts, Publications & Records 7 2 24-Jan-25
Ch 14 Ice Navigation 15,16 1 24-Jan-25
Z1 Appendix 1 Master's Standing Orders 1,2,3,4 3 24-Jan-25
Z2 Appendix 2 Passage planning mandatory Full Chapter 2 24-Jan-25
Routeing
Z4 Appendix 4 Particularly Sensitive Sea Areas 2,3 1 24-Jan-25
PSSA
Z5 Appendix 5 ZOC Category 2 1 24-Jan-25
Z6 Appendix 6 Guidelines for Berthing and 2 1 24-Jan-25
Unberthing
Z8 Appendix 8 Bridge equipment operations guide 1,2,3,6,9,19,32 3 24-Jan-25
Z9 Appendix 9 Company User Charts Full Chapter 2 24-Jan-25

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Revision No : 3
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TABLE OF CONTENT Review Date : 24-Jan-25
Page : 1 of 1

TABLE OF CONTENT
Chapter Title Revision Revision Date
No
1 Introduction 0 15-May-22
2 Company's Navigation policy 0 15-May-22

3 Responsibilities 3 24-Jan-25
4 Bridge Resource Management 3 24-Jan-25

5 Passage Planning 3 24-Jan-25

6 Under keel and vertical clearances 3 24-Jan-25

7 Watchkeeping 3 24-Jan-25
8 Navigation in restricted conditions 2 24-Jan-25
9 Anchoring operations and at anchor 3 24-Jan-25

10 Pilotage and Berthing 2 24-Jan-25

11 Bridge Equipment 3 24-Jan-25
12 ECDIS 3 24-Jan-25
13 Charts, Publications & Records 2 24-Jan-25
14 Ice Navigation 1 24-Jan-25
Appendix 1 Master's Standing Orders 3 24-Jan-25
Appendix 2 Recommended Routeing 2 24-Jan-25
Appendix 3 Guidelines for Voyage Planning 0 15-May-22
Appendix 4 Particularly Sensitive Sea Areas PSSA 1 24-Jan-25
Appendix 5 ZOC Category 1 24-Jan-25
Appendix 6 Guidelines for Berthing and Unberthing 1 24-Jan-25
Appendix 7 International Navigating Limits 0 15-May-22
Appendix 8 Bridge equipment operations guide 2 24-Jan-25
Appendix 9 Company User Charts 2 24-Jan-25

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1. INTRODUCTION
1.1 PURPOSE
The purpose of this manual is to provide company specific requirements on:
• Navigation policy
• Navigation procedures to conduct safe voyages
• Guidelines and appendices to conduct safe voyages

These procedures will not restrict or constraint the Master to take actions concerning
safety of the vessel or contradict any international and local regulations.

1.2 APPLICATION
These procedures and guidelines along with the relevant checklists shall apply to all company
vessels.

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2. COMPANY’S NAVIGATION POLICY

2.1 PURPOSE
To define the requirements for safe Navigation as laid down by company.

The safety of Crew, vessel and the environment shall take precedence over
all other matters.

2.2 POLICY
1. The Master and the navigators shall take decisions relating to safe navigation based on
international, local regulations and COLREGS.
2. Safe navigation practices and procedures are detailed in this manual.
3. Master and each member of the bridge team shall comply with this policy using sound
bridge resource management techniques.
4. Any deviation from this policy is only permitted in order to prevent harm to human life or
environment.
5. Navigation of the ships that company operates is carried out to the highest standard.

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03 RESPONSIBILITES
03.1 PURPOSE
This document sets out the duties and responsibilities of the bridge team and the responsibility
of the company towards the vessels.

Safety of the crew, vessel and environment shall take priority over any
commercial considerations.

03.2 DUTIES AND RESPONSIBILITIES

03.2.1 RESPONSIBILITY OF THE COMPANY
The QHSE Manager shall ensure that Navigation procedures are reviewed and kept updated to
reflect new legislation, technology, and updated industry standards. QHSE Manager shall
ensure that the required support is provided to vessels and Shipmanagement team to comply
with and maintain the navigational standards as per statutory and industry requirements.
Details of the responsibilities include but not limited to,

1. Maintenance of nautical standards – The navigational equipment required as per SOLAS

regulations are available and efficient in operation.
2. Prevention of the navigational incidents – Implementation of risk reduction measures to
prevent navigational Incidents.
3. Delivering the navigational assessment program
4. Escalating any difficulties experienced in progressing the assessment plan to senior
management for resolution.
5. Ensuring that the assessments are promptly reviewed by relevant shore-based
personnel.
6. Ensuring that identified gaps and improvement programs are processed through the
company’s SMS to enable a timely closeout.
7. Ensuring that unfavorable trends are identified, communicated and addressed
8. Identifying best practices and sharing these across the fleet to feed into the continuous
improvement process
9. Escalating overdue action items from assessment reports to senior management for
resolution
10. Allocating resources for additional internal or external training as required to close out
gaps identified during the navigational assessments
11. Ensuring that the records and databases are maintained and updated
12. Ensuring that the navigational assessment system and records are subjected to the
company’s internal assessment process

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13. Ensuring the development of tools to derive significant value from the analysis and
trending of data contained in multiple assessments carried out across the fleet. This
analysis may be used to guide the content of the following
a. Current training courses including simulator training
b. Onboard training and mentoring
c. Training strategies
d. Navigational procedures
e. New initiatives

03.2.2 RESPONSIBILITY OF THE MASTER

The Master has overall responsibility for safe navigation of his vessel in accordance with flag
state laws and international regulations.

The Master has the overriding authority and discretion to take whatever action
he considers to be in the best interest of the crew, ship, company, cargo, and
marine environment

03.2.2.1. THE MASTER IS FULLY RESPONSIBLE FOR ENSURING THAT: -

1. Navigation policy is implemented on board
2. The safety of life on board and for preventing any damage to the environment, the ship,
and her cargo.
3. Before proceeding to sea, the ship is fully equipped and in a seaworthy condition in all
respects for the entire voyage.
4. Stability, trim and stress are adequate for all stages of the voyage and that the cargo is
properly and safely stowed.
5. A berth-to-berth passage plan is prepared prior commencement of voyage.
6. All Bridge Personnel are fully familiar with the location and operation of all bridge
controls and equipment before they assume responsibility for bridge watch.
7. All personnel joining the vessel have sufficient time and opportunity to become familiar
with the shipboard equipment, operating procedures, and other arrangements required
for the proper performance of their duties.
8. The bridge is properly manned for the prevailing conditions.
9. Clear and unambiguous instructions are given to members of the bridge team
10. All Navigational watch keeping Officers are aware of the requirements of this manual.

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03.2.2.2. STANDING ORDERS

On taking over command, the Master shall:
1. Record his own Standing Orders, with regard to the contents of this section (Refer
Appendix 1). These Standing orders shall be kept in a permanent place on the Bridge.
2. As a minimum, include the following in the standing orders:
a. Recommended CPA and TCPA
b. Recommended BCR for the vessel
c. Safe distance from navigation hazards/aids
d. The minimum visibility range at which Master needs to be called.
e. Calling the Master.
f. Unrestricted use of the main engine, in an emergency
g. Reducing speed in the event of restricted visibility or other circumstances.
h. Posting lookout(s).
i. Manning the wheel.
j. The use of bridge equipment and navigational aids.
k. The provision of additional watch keeping personnel in extraordinary circumstances,
e.g., heavy traffic, restricted waters and approaches, or restricted visibility.
l. Radio watch keeping and GMDSS procedures.
m. ECDIS safety settings
n. Instructions on Cyber security

On taking over command Master shall conduct a meeting for all Deck officers,
watchkeepers and deck apprentices on their roles, on navigation duties and
discuss the standing orders. If new navigating officers join the vessel a new
meeting is to be conducted for the newcomers. A record of this meeting shall
be maintained in the deck logbook.

3. All navigating officers, trainees and watch keepers (AB’s and OS) shall sign the standing
orders for being “Read and understood” with the date.

03.2.2.3. MASTER’S DAILY BRIDGE ORDERS

The Master shall write appropriate, daily bridge orders in the Master’s Order Book. Such orders
are to be initialled by each OOW.
Orders may include:
1. Reference to deviation in passage plan if any
2. Distance to be maintained off the land
3. CPA/TCPA to be maintained
4. BCR to maintain
5. Safe distance to be maintained off navigation hazards/aids.

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6. While at anchor, monitoring of traffic to ensure safe distances are maintained.

7. Main engine readiness while drifting or at anchor.
8. Other instructions, as the Master considers necessary to the prevailing circumstances
and condition.

03.2.2.4. CALLING THE MASTER

The OOW shall immediately notify the Master in the following circumstances:
1. If restricted visibility is encountered.
2. If the traffic conditions or the movements of other ships are causing concern including
inability to maintain the required CPA, TCPA and the minimum BCR as per master's
orders.
3. If difficulty is experienced in maintaining course and / or speed
4. When cross track margin is breached.
5. If the vessel has to cross the safety contour due to unavoidable circumstances.
6. If there is a change in weather conditions and heavy weather is expected.
7. On failure to sight land, a navigation mark or to obtain soundings by the expected time.
8. If land or a navigation mark is sighted or change in sounding occurs unexpectedly.
9. On the failure or malfunction of the Main Engine, Auxiliary Engines, Steering Gear, or any
navigational, communication and GMDSS equipment.
10. If in any doubt about the possibility of heavy weather damage.
11. If the ship meets any hazard to navigation, such as ice or derelicts.
12. If oil is seen around the vessel under any circumstances.
13. If the OOW or any other watchkeeper is feeling fatigued, unwell, or unable to perform
their duties as required.
14. In case BNWAS stage 2 alarm is activated (backup navigating Officer shall go on the bridge
and inform Master).
15. In case of enhanced security concerns or suspected activity while transiting HRA, areas of
elevated security level and areas with theft and pilferage.
16. On receiving any distress, urgency, or safety message.
17. If the route needs an amendment due to a navigation warning.
18. When vessel contravenes with local & international regulations
19. When another vessel anchors dangerously close to own vessel.
20. Whenever there is any call from Shore VTS / external authority questioning vessel's
action.
21. Any other circumstances as required in the master's Standing orders or Bridge Order
Book.
22. In any emergency or whenever in any doubt.

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Despite the requirement to notify the Master immediately in the above circumstances, the
OOW shall take immediate and appropriate action for the safety of the ship, crew, cargo,
and the environment.
03.2.2.5. NAVIGATION AUDIT
After every change of command, the incoming Master shall carry out a navigational audit
within 14 days. Interval between two Navigation audits by Master shall not exceed 3 months.
Additional navigational audits may also be carried out by the Master if advised by the company.

03.2.2.6. NAVIGATION SAFETY MEETING

Navigation Safety meeting is aimed at raising awareness about the importance of safe
navigation practices. Master shall ensure this meeting is held at least once a month.

This meeting should take place when the vessel is sailing in open
seas/anchorages with no traffic or other navigation hazards in the vicinity with
good visibility. Master shall ensure that safe watchkeeping shall not be
compromised and company’s distraction policy is complied with.

The following shall be agenda for the Navigation Safety meeting:

1. Review of onboard Navigation activities for the month:
a. Compliance of BWL
b. Effective reporting from lookouts.
c. Compliance with Arrival / Departures procedures
d. Pilotage
• Master Pilot information exchange
• Attentiveness of the bridge team
e. Practice of “Challenge and response”
f. Actions taken in case of Navigation equipment failure, if any.
2. Navigation near miss if any during past month
3. One case study from Navigation incident PPT available in DOCMAP
4. Three rules from COLREGS Matrix.
A record of completion this meeting shall be maintained in the deck logbook
03.2.2.7. CONTIGENCIES AND SALVAGE
In an event of own vessels collision, the Master shall:
• Follow Contingency checklists as applicable
• Notify the Company to make the necessary arrangements without endangering the
vessel.

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• Preserve life and engage in any assistance necessary to protect the vessel, crew, cargo,
and / or the environment.
• Use Lloyd’s Standard Form of Salvage Agreement (Lloyd’s Open Form). A copy of this
form must be carried onboard (Ref. contingency manual).
• Agree any alternate means of ensuring assistance necessary to avert immediate danger.
• Make appropriate entries in the Official logbook. Flags under which official logbook is
not obligatory, an entry shall be recorded in the deck logbook.

03.2.2.8. RENDERING ASSISTANCE TO VESSELS IN DISTRESS

By International Law, the Master is required to give all possible assistance to save life. It shall
not be overlooked that master’s prime responsibility is the safety of own vessel and the lives on
board.
In case vessel is proceeding to render assistance, office to be notified and a level 2 risk
assessment to be shared.

03.2.2.9. RELIEVING THE CHIEF OFFICER

The Master is encouraged at own discretion to take over watch keeping duties of the Chief
Officer, subject to safety, pertinent regulations, STCW 2010 requirements and where
geographical and weather conditions allow. This will allow the Chief Officer to devote more
time to the overall supervision of the crew, particularly during periods of peak activity.

03.2.2.10. SHIP’S SPEED

The ship’s speed shall always be controlled by the Master, except in circumstances where the
OOW is required to alter speed to comply with the collision regulations, contingencies and/or
weather conditions. Vessels voyage speed must be in line with the voyage orders and in full
consultation with the Chief Engineer.

03.2.2.11. CHARTS AND PUBLICATIONS

The Master must ensure that the vessel has all relevant and corrected ENC’s, paper charts and
publications on board for the intended passage.

03.2.3 RESPONSIBILITIES OF THE OOW

The O.O.W. is master’s representative and the primary responsibility of OOW is the safe
navigation of the ship. OOW shall always comply with the applicable regulations for preventing
collisions at sea.

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The OOW shall call the Master immediately in case of any doubt regarding
navigational safety or safety of the vessel in general

The OOW shall:

1. Familiarize themselves with all equipment as per ship specific Bridge equipment
operations guide prepared in accordance with Appendix 8
2. Keep navigation watch on the bridge and under no circumstances leave the area until
properly relieved.
3. Be responsible of the safe navigation of the ship irrespective of the presence of the
Master and is to remain in charge until the Master specifically states that he has taken
over Con, and an appropriate log entry made.
4. Ensure that all traffic is given a wide and safe berth as required in the COLREGs and as
stated in the master's standing orders or Bridge order book.
5. Keep the vessel on charted/plotted track unless required to deviate for collision
avoidance or safety of navigation, while being cautious of navigational hazards in the
vicinity of the vessel's deviated route.
6. Ensure that the requirements as set out in restricted visibility section are followed, in
case restricted visibility is encountered,
7. Take early and prompt action to avoid a close quarter situation keeping in mind that
larger vessels may take longer to respond to course and / or speed alteration.
8. Maintain a two-way flow of information with the lookout and helmsman. This shall
include instructions for changes in navigational circumstances and planned collision
avoidance manoeuvres.
9. Maintain watch on GMDSS and distress frequencies and inform Master, as appropriate.
10. Maintain relevant records in the Deck Logbook and/or Manoeuvring Order Book of all
activities during the watch.
11. Ensure that all deck ratings are familiar with their duties in relation to lookout and
helmsman prior commencing those duties.

The O.O.W. shall have unrestricted use of the helm, engines, navigation,
communication and/or sound signalling equipment

03.2.4 RESPONSIBILITIES OF THE NAVIGATING OFFICER

In addition to keeping navigational watch at sea and a cargo watch in port, the principal duties
of the assigned navigation officer (usually Second Officer) are:
1. Preparation of voyage plans (berth to berth)
2. To ensure ECDIS, paper charts and publications are properly corrected and kept up to
date.

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3. To monitor the supply of Notices to Mariners and new editions and advise the Master if
they are not received on schedule.
4. To ensure NP 133C and NP133A is kept updated as applicable.
5. To ensure that Navigation Warnings are received, filed, plotted, and included in passage
plan as applicable.
6. To monitor weather reports and bring to the master’s attention any adverse reports.
7. Monitor operation of all navigational equipment and notify the Master in the event of
errors or a reduction in performance.

03.2.5 RESPONSIBILITIES OF WATCH KEEPING PERSONNEL

The watchkeeping personal shall familiarize themselves with the following:
1. All modes of Steering, including change over from auto to manual and vice versa.
2. Emergency Steering from the steering flat.
3. Dimmer controls of steering related equipment’s.
4. Lookout duties.
5. Signals for being summoned on the bridge.
6. Use of daylight signalling lamp.

The Chief Officer is responsible for ensuring that all deck ratings are familiar with their
duties on bridge prior commencing those duties.

03.2.6 RECORDS
1. OP-42: Deck Officer's Bridge Familiarization Checklist
2. OP-16 - ECDIS Familiarization
3. OP-07 – Deck Logbook
4. OP-08 – Manoeuvring Order Book
5. OP-09 - All parts
6. SF-13- Navigational Audit Checklist
7. OP-22 – GMDSS Radio Log
8. OLB – Official Logbook
9. OP-21 Position and echo sounder Log
10. OP-23 Anchor Watch position Log
11. OP-43: Deck Ratings Bridge Familiarization Checklist
12. SF-19: Drills and Training Planner.

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04 BRIDGE RESOURCE MANAGEMENT

04.1 PURPOSE

To determine the organization and functions of the bridge team.

04.2 DEFINITION

Navigation Special Area - is defined as an area that requires extra caution to be exercised in the
navigation of the ship, due to limited sea room for maneuvering caused by the proximity of
navigational hazards and/or heavy traffic. (Refer Chapter 8)

04.3 PROCEDURES
04.3.1 BRIDGE ORGANIZATION
An efficient bridge organisation will:
1. Maintain a visual lookout.
2. Use all means of establishing the ship’s position so that in the case of one method
becoming unreliable others are immediately available. This shall include sights (if
applicable) and visual bearings
3. Make use of passage planning and navigational systems, which allow continuous
monitoring and detection of deviation from the track
4. Ensure that all instrument errors are known and correctly applied.
5. Accept the Pilot or any other personnel in similar role, as a valuable addition to a Bridge
Team.

04.3.2 INDIVIDUAL QUALIFICATIONS

1. Masters shall consider the qualifications and experience of individual watch keepers
when planning the bridge team for certain conditions.
2. Master shall observe the OOW’s frequently, to ensure that they are:
a. Proficient in radar operation, plotting and parallel indexing.
b. Capable of using all the vessel’s navigational instruments and Bridge equipment
including sextants (if applicable) and magnetic compass.
c. Thoroughly familiar with the duties to be performed under the different Bridge
Watch conditions.
3. Similarly, the Master and OOW’s must frequently observe and assess the abilities of the
other bridge team members such as the helmsman and lookouts to ensure a satisfactory
level of competence.

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Masters shall provide clear and unambiguous instructions to members of the

bridge team on the duties that they are expected to perform. Each member
shall clearly understand their responsibilities and acknowledge.

04.3.3 PRIORITISING TASKS

The Bridge Team shall understand the need to prioritise tasks in the order of importance and
safety. It is essential that team members are focused on navigational duties and do not get
distracted in alternate tasks that may prove detrimental to safe navigation.

04.3.4 TASK REASSIGNMENT

1. Although Masters always remain responsible for their vessel, conditions may arise under
which they must rest or attend to other responsibilities. Masters shall therefore pre-plan
their presence on the bridge and consider delegating their authority to OOW in order to
allow themselves adequate rest.

In order to manage fatigue Master may delegate the conn of the vessel to the Chief
Officer on prolonged passages such as navigation special areas, restricted waters and
approaches.

2. At the master's discretion, OOWs are to be rotated to ensure training and meeting the
development needs of the officers.
3. Each Bridge Team member must be conscious of the inherent stress and distractions in
Bridge situations. Stress levels may increase or decrease the effectiveness in performing
tasks on the Bridge. Team members need to be aware of how stress affects other Team
members. Bridge tasks may need to be reassigned or changed, depending on the stress
levels and the personnel involved, Signs of stress include:
a. Difficulty in thinking.
b. Inattention
c. Slow reactions
d. Procedural violations
e. Muscle aches, chills
f. Pale complexion, dull or bloodshot eyes.

04.3.5 FITNESS OF WATCHKEEPING PERSONNEL

The watch system shall be such that the efficiency of watch keeping officers and watch keeping
ratings is not impaired by fatigue.

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Master should not hesitate to safely anchor or stop the vessel to rest bridge
team members. Where necessary the Master should be prepared to do a watch,
re organize or suspend operations when fatigue is observed.

04.3.6 FITNESS OF MASTER

When the OOW reasonably believes that the Master is under the influence of alcohol and/or
any narcotics, then the Chief Officer shall be informed. If necessary, the Chief Officer will:
1. Temporarily take charge of the vessel to avoid any immediate danger.
2. Immediately notify the DPA/Company and follow instructions including entries in the
official logs as necessary.

04.3.7 CHIEF OFFICER’S CONTINUED FAMILIARIZATION

Where the Chief officer is not involved in regular navigation watchkeeping following shall be
complied:
1. Keep at least 2 independent navigation watches in a week.
2. Complete ECDIS familiarization every 2 months using checklist OP-16

04.3.8 DISTRACTIONS
Distraction on a navigating bridge refers to any factor or event that diverts the attention of
the bridge team from their primary responsibility of safe navigation.

Distractions can pose a risk to safe navigation and compromise situational

awareness. The OOW shall ensure that all distractions and non-essential
activities are avoided on the Bridge.

The Master shall ensure that the Bridge team is not distracted, and the following shall be
complied with:
1. Use of personal electronic devices such as mobile/smartphone, tablets, laptops, Radios,
Headphones any other electronic entertainment equipment shall be prohibited.
2. On bridge the usage of Internet access and email shall be restricted to updates for
nautical charts and publications, licenses and permits, weather information,
Navigational warnings, Information relevant to the ship's operations and passage plan.
3. Engaging in non-essential conversations, whether in person or over communication
systems, shall be discouraged. Watchkeeping personnel should limit communications to
essential and safety-related matters only.

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4. Meetings conducted during navigation watchkeeping shall be limited to those related to

navigation activities. All other meetings, such as management meetings, safety and
mess committee meetings, and drill debriefs, shall not be conducted on the bridge.
5. Personnel not directly involved in safe navigation shall not be permitted on the bridge.
6. Multi-tasking shall be avoided to ensure full attentiveness to navigation duties.
7. Bridge, if combined with the cargo and/or machinery control and monitoring functions,
shall be managed effectively to avoid distractions to navigation. A risk assessment shall
be made to mitigate the hazards of the above.

If the OOW feels overwhelmed due to any distraction, Master shall be

called immediately.

04.3.9 COMMUNICATIONS
1. English is the working language on board. Communication on board, including with
ratings and Pilot, shall be carried out in English or in a defined working language which is
understood by every member of the bridge team.
2. Clear and concise communications are essential to Bridge Team Management. every
member of the Bridge Team shall pass information or orders in a loud and clear voice.
The reason for using proper communications is to:
a. Make for a better understanding in all matters.
b. Promote a safer and more efficient operation.
c. Establish a professionally run Bridge.
3. In order to ensure that the Master and the OOW become conversant with communication
between the Pilot and other vessels in the area, with the tugs and shore, the Pilot should
be requested to communicate in English.
4. If the pilot for any reason is not communicating with others in English, - in particular the
tugboats - the Master shall request the Pilot to elaborate/translate the orders and the
information being exchanged. This shall be addressed already during the Master/Pilot
information exchange.

04.3.10 HUMAN ELEMENT

1. In the investigation of most incidents the cause is seldom the result of a single error, but
invariably the result of a series of minor errors. This can be referred to as the “error
chain”.

Certain signs in the function of a Bridge Team will indicate that an error chain is
developing. These signs shall be identified by the members of the bridge team
and action must be taken to break the error chain.

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2. Errors can be attributed to:

a. Ambiguity e.g., position fixes not agreeing
b. Distraction e.g., getting involved in a lengthy non-important exchange of
information on VHF or other internal shipboard affairs
c. Confusion e.g., losing situational awareness caused by ambiguity. Feeling of losing
control. Background lights etc
d. Poor communications
e. Improper Lookout
f. Non-compliance with passage plan
g. Procedural Violation
h. Lack of experience or unfamiliarity with the vessel
i. Lack of understanding of the Pilot intentions.

The primary goal of Bridge Team Management is the elimination of one-person

errors. All members of the Bridge Team shall keep themselves aware of all vessel
operations.

3. A well-trained Bridge Team working together will recognise the signs of an error chain
developing in its early stages and break it. However, the Bridge Team is disrupted when
an outsider such as a pilot is introduced, and this may permit the error chain to be
further developed especially in the early stages of any pilotage.
4. Situational awareness is achieved by:
a. Planning and preparation
b. Thinking ahead
c. Using the available resources
d. Feedback.
e. The bridge team maximising the conning officer’s situational awareness
f. The conning officer recognising the bridge team’s contribution
g. Encouraging input without criticism.

5. Every member of the bridge team should feel valued. A mistake, as long as it is not
intentional and caused due to carelessness should be treated as a learning opportunity.
An atmosphere, where information is reported without the fear of punishment should
be promoted.

OOW shall not assume that other vessels are being navigated in a
responsible and safe manner.

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04.3.11 TEAM HUDDLE

A team huddle is a quick discussion for sharing critical information and aligning actions among
the team members for an upcoming or ongoing navigation activity. It is a proactive measure to
enhance the situational awareness of the team and to ensure safe navigation.
The members of the huddle should comprise representatives from the bridge and engine room
teams, as well as the pilot (if applicable).

The team huddle should be short and precise and may include:

• Assessment of bridge or engine room watch levels and notice to engine room.
• Roles and responsibilities
• Hazards (Local navigation warnings), if any.
• Change in the status of navigational/communication equipment and machinery.
• Mitigating measures for deviations from the planned route
• Contingency plans.
• Any previous experiences or challenges

The goal of the team huddle is to ensure that there is a clear understanding of the upcoming
navigation activity.

04.3.12 CHALLENGE AND RESPONSE

1. The Bridge team members are encouraged to challenge operational decisions at all levels.
A rating might be more experienced than an OOW of a particular ship and recognize that
certain action might not be most effective. Confirming the actions might help avoid
incidents and accidents.
2. In case watch keeping rating/lookout feels that the O.O.W is not dispensing his duty
towards safe navigation same shall be immediately brought to the notice of the Master.

Junior team members shall be encouraged to question a decision if they

consider that such a decision is not in the best interests of the ship.

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Under no circumstance shall a challenge and response approach be considered

as undermining the authority delegated to the OOW by the Master

04.3.13 CONTINGENCY
Contingency manual and forms shall be referred for procedures and checklist related to
contingency situations. Emergency procedures related to the failure of key equipment’s
must be included in bridge equipment operations guide. It must be available at a
conspicuous location on bridge for use in emergency.

04.4 RECORDS

1. SF-16 Work Hours/Rest Hours

2. OP-01 Passage Plan form
3. OP-16 ECDIS Familiarisation checklist
4. Bridge equipment operations guide

04.5 REFERENCES

1. Bridge Procedures Guide

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05 PASSAGE PLANNING
05.1 PURPOSE

This document sets out the procedures and guidelines on how passage plans will be produced
on all vessels.

Nothing in this document is intended to replace the master’s ultimate authority in

ensuring the safety of the vessel.

This procedure will:

1. Identify the person responsible for executing each requirement
2. Cover the four distinct stages in the planning and achievement of a safe navigational
passage:
• Appraisal and Risk Assessment
• Planning
• Execution
• Monitoring
3. Ensure that each passage plan will be drawn up into three sections:
• Berth to Pilot (Outward Pilotage)
• Pilot to Pilot including anchorages.
• Pilot (including from anchorage) to Berth (inward pilotage)

Each of the four distinct stages for each voyage, for the intended voyage shall be
carried out with same methodology on both ECDIS and paper chart.

05.2 DEFINITIONS

1. Critical leg in a voyage can be defined as a section of the voyage where the vessel is
required to take additional measures depending on the issue causing the criticality
2. The Abort Point is a position on the marked course where the ship may abandon her
passage and be able to return (or hold position safely).
3. Point of no return is the position after which the ship is committed to proceed on voyage.
It will be the position where the ship enters water so narrow that there is no room to
return or where it is not possible to retrace the track due to a falling tide and insufficient
UKC.

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05.3 PASSAGE PLANNING

STAGES OF PASSAGE PLAN

APPRAISAL PLANNING EXECUTION MONITORING

GATHER ALL DEVELOP AND CONDUCT SAFE MONITOR THE

INFORMATION APPROVE THE NAVIGATION PROGRESS OF
RELATED TO PASSAGE PLAN. IN ACCORDANCE VESSEL AS PER
THE VOYAGE BRIEF THE TEAM WITH THE PLAN THE PLAN

1. The Master shall ensure that all navigating officers are proficient in the skills necessary
for preparing and safely executing a passage plan.
2. The Navigation Officer shall prepare a detailed passage plan (OP-01) that is approved by
the master prior to commencement of voyage.
3. The plan should be available at all times on the bridge to allow the OOW’s immediate
access and reference to the details of the plan.
4. The Company requires that under normal circumstances, the Second Officer should be
the designated Navigation Officer. The Master has the discretion in appointing a
navigation officer to prepare a passage plan for each voyage.
5. In case of vessel calling a new or non-routine port, a Level II risk assessment/MOC shall
be carried out and passage plan must be reviewed by the office.
6. The Office shall review passage plan of each vessel at an interval not exceeding three
months.

The passage plan is a dynamic document, which requires constant review,

amendments, and Master's approval.

05.3.1 APPRAISAL
The Bridge team shall:
1. Contribute to the gathering and exchanging of information.
2. share their experience and provide feedback to the navigation officer.

The second officer shall:

1. Ensure that all ENC’s, charts and publications covering the area or areas through which
the vessel will proceed on the proposed voyage are corrected up to date with the
relevant correction notices.
2. Gather all information relevant to the passage and complete the checklist (OP-01 –
Appraisal).
3. Consider the limiting draft against the Load line zones, the vessel will transit during the
voyage.

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4. Confirm availability of sufficient bunkers for the passage, allowing for safety margin with
Chief Engineer.

05.3.2 PLANNING
The second officer shall complete the ‘Voyage planning’ checklist on the passage plan form OP-
01 and ensure all sections of the checklist are completed as follows:
1. The planned track must be plotted to clear hazards at as safe a distance.
2. All areas of danger close to the intended track including Pilotage areas must be clearly
highlighted.

A longer safer route must always be accepted in preference to a shorter more

hazardous route.

3. The true direction of the planned track must be marked in 360-degree notation on
Paper charts (if applicable)
4. Set up the relevant contour for indicating danger lines including Pilotage areas and
areas of concentrated fishing activities. Where contour lines are not available, then a
marking should be placed.
5. ‘No go areas’ shall be marked clearly. For ECDIS manual alarmable lines shall be used.
6. Highlight radar-conspicuous objects that are to be used in position fixing.
7. Decide upon the key elements of the navigational plan. These are to include but not
limited to:
a. Safe speed.
b. Speed alterations necessary to achieve desired ETA’s enroute, e.g., where there may
be speed restrictions, tidal restrictions.
c. Positions where a change in machinery status is required.
d. Course alteration points and wheel over points.
e. Minimum clearance required under the keel in critical areas (having allowed for height
of tide)
f. Clearance above the topmost mast.
g. Points where accuracy of position fixing is critical, and the primary and secondary
methods by which such positions must be obtained for maximum reliability.
h. "Squat Effect" and "Under Keel Clearance" and positions where a reduction of the
vessel's speed may be needed.
i. Shallow contour, safety contour, safety depth and deep contour.
j. Areas with enhanced security concerns e.g., HRA transit, elevated security
levels, areas with theft and pilferage.
k. Environmental sensitive conditions like PSSA, ECA, SECA, MARPOL special areas etc
l. Areas of high traffic density.

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m. Weather forecasts, expected current, tidal, wind, swell and visibility conditions and
presence of seasonal tropical storm activity. Weather records shall be maintained on
board for present voyage and at least 1 previous voyage.
n. Ship's routeing schemes - mandatory and voluntary.
o. The adequacy and reliability of charted hydrographic data along the route.
p. The availability and reliability of navigation aids, coastal marks, lights.
q. Any routeing constraints imposed by the ship e.g., draught, type of cargo, Tank / Hold
cleaning.
r. Abort points, point of no return, contingencies, port of refuge, alternative routes, safe
areas, and emergency berth after passing abort point are identified and marked as
necessary.

Strict compliance shall be maintained with all routeing instructions or recommendations

as laid down on the Charts, Sailing Directions, Local Authority, or IMO and marked on the
ECDIS

Post completion of the planning checklist, the second officer shall complete the OP-01 forms
which contain the following:
1. Navigation information
2. ECDIS Waypoints
3. UKC Calculation ECDIS/UKC Paper charts as applicable
4. Overhead Calculation for locations in the voyage where this information is required.
5. Navigational Warnings
6. Abort, Contingency Anchorage and Navigation Special Area.

In addition to the waypoints for the passage, the OP-01 form, lists critical legs of that
voyage with details of the criticality and mitigation measures.

OP-01 form includes details required to transit a Navigation special area. This plan
shall ensure that all the salient features relating to navigation safety is clearly
identified on the relevant charts

While planning a passage through coastal waters/shallow waters, restricted waters and
approaches, the following factors should be taken into consideration

1. Company recommends planning a passage as far as practicable from the coastal

waters/shallow waters, restricted waters and approaches.
2. Approach port or anchorages in accordance with the recommendations given in sailing
directions and port information.
3. Allow a sufficient margin of safety on both sides of plotted track.

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4. Follow applicable rules when passing through TSS or recommended routes

5. Use conspicuous lights, beacons, and other landmarks for position fixing
6. Plan the track to keep starboard side clear, for collision avoidance

Additionally, the passage planned for the pilotage shall contain:

1. Pilot boarding area for planning intended manoeuvres.

2. Contingency plan for emergencies and last-minute changes of orders and at points of
no return.
3. Potential anchorage areas
4. Rendezvous position for tugs and where tugs can be available in an emergency.
5. Multiple approaches to the berth which can be considered and all navigational safety
concerns for these approaches identified.
6. Manning levels in Engine Room
7. Running of additional generators.

PASSAGE PLAN BRIEFING

1. The bridge team shall conduct a meeting prior to starting of the passage and complete
the OP-01 Passage plan briefing form.
2. Details of the completed passage plan shall be discussed with the bridge team
members and other relevant personnel onboard during a passage plan meeting. The
points discussed in this meeting shall be updated in the form (OP-01 – Summary).
3. The master shall ensure that the departure bunkers ROB sheet is attached to form (OP-
01 - Summary).
4. All relevant forms of the OP-01 shall be completed before the passage plan meeting.
5. Each Navigation Officer shall review and understand the passage plan and clarify any
doubts before the commencement of the voyage.

A record of the passage plan meeting held shall be made which includes date, time,
and participants in the Deck logbook

The passage plans shall be filed and retained on board for a period of three years.
Previously used plans may be used for reference only.

05.3.3 EXECUTION
The officer in charge of a navigation watch shall take the following factors into account:
1. The passage plan as agreed is being followed.
2. The reliability and condition of the ship’s navigational equipment.

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3. Estimated times of arrival at critical points for tide heights and flow.
4. Meteorological conditions, particularly in areas known to be affected by frequent periods
of low visibility.
5. Daytime versus night-time passing of danger points, and any effect this may have upon
position fixing accuracy.
6. Traffic conditions, especially at navigational focal points.

The Master shall:

1. Take early and effective action for the safe navigation of the vessel where a hazard is
identified during the passage.
2. Decide where additional deck or engine room personnel are required.
3. Ensure that bridge team is aware of any latest information that affects the agreed
passage plan and appropriate measures taken.

Execution under Pilotage Conditions

The OOW shall ensure that the planned contact with the relevant pilotage authority is
established, and details as required under the passage plan are confirmed.
The agreed passage plan may require to be amended based on the Pilot’s recommendations.

The Master shall ensure that when such amendments are agreed, the initial
precautions and warnings identified during the planning stage are fully considered
and that the amended route continues to keep the vessel’s passage safe and efficient.

Weather Routing
When routeing advice from charterers or vessel operators are received, the master shall
review the advice to ensure safe and efficient navigation. Where the master chooses to adopt
a route other than that provided by the charterers or vessel operator, then the master shall
inform the marine superintendent.

Port of Refugee (POR)

Vessel may deviate from her scheduled voyage to proceed to the nearest port of refuge in the
following cases:
1. Personal injury and sickness onboard - when life is threatened.
2. Machinery failure or malfunction of critical navigation equipment.
3. Refugees
4. Structural failure
5. Heavy weather damage
6. Assisting another vessel (Salvage)
The master shall ensure that the amended route to the POR is subject to the same appraisal
and planning process before the vessel deviates to the selected POR.

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The master shall inform the marine superintendent or the DPA immediately when a
decision is made to deviate to the POR.

05.3.4 MONITORING
1. The navigation officer shall maintain close and continuous monitoring of the ship’s
progress and verify positions as per the passage plan.
2. The navigation officer shall proactively consider that during the passage there may be a
failure to sight land or a navigation mark or to obtain sounding by the expected time in
accordance with the passage plan.
3. If during the passage, it is identified that the information contained in the passage plan
is incorrect or replaced, then the master shall be informed. The issue shall be reviewed,
and the passage plan amended without delay.

05.3.5 DEVIATION FROM THE PASSAGE PLAN

1. The passage plan is a dynamic document, which requires a constant review, subsequent
amendments, and Master’s approval.
2. If a decision is made, during a voyage, to change the next port of call of the planned
route, or if it is necessary for the ship to deviate substantially from the planned route for
other reasons, then an amended route shall be planned prior to deviating substantially
from the route originally planned. Master shall visually recheck all legs of the route on
ECDIS before approving the deviation. The navigating Officer shall complete form OP-01
Amendment.
3. The above requirements shall not be required where the passage plan has been amended
by the Pilot where the master agrees with the Pilot to use a different route. A record of
the amendment to the passage plan shall be recorded in (OP-02 – Master / Pilot
information exchange form).

Any amendment to or deviation from the agreed plan shall be subject to the same
appraisal and planning process. Bridge Team shall be aware of the amendment and
any additional measures that are to be taken in respect of the amendment.

05.3.6 POST VOYAGE REVIEW

The bridge team shall conduct a post voyage review on completion of the passage. This review
shall identify learnings and proposed improvements to future passage plans. On completion of
the review, the form (OP-01 – Passage Plan Post Voyage Review) shall be completed.

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05.3.7 COMPANY USER CHARTS

A user chart is a layer consisting of marks, lines, and polygons etc. that can be manually
produced and overlaid onto the ENC. It is intended for identifying or marking the various areas
and objects.

There have been instances where vessels were imposed fines as they were not able to identify
safe waters for anchoring or to proceed on an innocent passage by complying local rules and
regulations.

Such incidents have happened due to,

1. Lack of local information.
2. Boundary dispute with the neighbouring countries.
3. Lack of information on the publications.
4. Passage planning not diligently covering publication like IMO routeing.
5. Confusing information’s

Hence user charts shall be plotted on ECDIS as per Appendix 9

05.4 GUIDELINES

1. The Admiralty Information Overlay (AIO) and Temporary and Permanent (T&P) notices
applicable for the intended voyage should be available. For ENC that do not include T &
P in both AIO layer or in the ENC updates, T&P notices from the relevant paper scale
charts are to be manually plotted using the user map/layer function.
2. For vessels with dual ECDIS, ENC should be available for the entire passage at the time of
commencement of the voyage.
3. Radio navigation warnings and NAVTEX warnings should be available for the entire
passage at the time of commencement of the voyage. The second officer should avail
the services of the relevant chart services provider or through other means.
4. Where port information for the destination available onboard is insufficient, the Master
shall engage with the Marine Superintendent and/or the vessel’s local agent at the
destination port.
5. When considering Emission Control Areas, the second officer should consult the latest
company’s latest ECA / SECA limit chart and information available from local agents. This
chart can be found posted in the wheelhouse on all company managed vessels.
6. For additional security information, the following should be reviewed:
a. BMP 5,
b. circulars issued by International Maritime Bureau (IMB),
c. Security circulars issued by company,
d. Requirements for armed guards as instructed by owners or charterers
e. Special reporting requirements

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Scale minimum (SCAMIN) settings should be switched off during the planning stage
to prevent overlooking objects like shallow patches or buoys that may be obscured
due to this function. When planning is complete, SCAMIN should be switched on to
ensure that the optimum scale of the chart is maintained during the passage.

7. Before route check, select all relevant chart alert areas on both ECDIS and this function
allows pop-ups to be displayed on ECDIS. Cross track default value should also be
checked to ensure the correct cross track value has been entered for each alteration.
8. Advantage of all the navigational equipment for position monitoring shall be taken,
bearing in mind the following points:
a. Visual bearings combined with radar ranges are usually the most accurate means of
position fixing
b. Positions obtained by navigational aids should be checked where practicable by
visual means
c. The value of the echo sounder as a navigational aid
d. Buoys should not be used for precise fixing but may be used for guidance when shore
marks are difficult to distinguish visually (in these circumstances, their positions
should first be checked by other means)
e. An informed decision in advance as to the frequency with which the position is to be
fixed should be made for each section of the passage
f. Daily tests and checks of bridge equipment are to be carried out as per the OP-09
checklist.
g. In open sea Dead reckoning position has to be included in the passage planning as a
secondary mean of navigation during ocean passage
9. Master shall ensure that all charts and publications are available for the area the vessel
is bound for and the passage.

05.5 RECORDS

1. OP-01 - Passage plan form and checklist

2. OP-09 - Bridge checklists

05.6 REFERENCES

1. Appendix 3
2. Appendix 9
3. Refer IMO Resolution A.893(21) – Guidelines for Voyage planning.
4. Refer MSC 1 Circ. 1228 for Revised guidance to the master for avoiding dangerous
situations in adverse weather and sea conditions.
5. SINGAPORE AND MALACCA STRAITS

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a. Resolution A.858(20) - “Rules for vessels navigating through the straits of Malacca and
Singapore” adopted by the IMO maritime safety committee 69 in 1998
b. Passage planning guide – Malacca & Singapore straits’
c. IMO SN/Circ.198 Annex 1 (Amended rules for vessels navigating through Straits of
Malacca and Singapore)
d. BA Chart - 5524 Mariners' Routeing Guide Chart - Singapore Strait Western Part,
e. BA Chart - 5525 Mariners' Routeing Guide Chart - Malacca Strait,
f. BA Chart - 5527 Mariners' Routeing Guide Chart - Singapore Strait Eastern Part
6. ENGLISH CHANNEL AND DOVER STRAITS
a. Passage Planning guide for English Channel, Dover strait, Southern North Sea
b. Mariners' Routeing Guide 5500 - English Channel and Southern North Sea
7. Danish Waters
a. Danish pilotage act, section 4 (for vessels anchoring in or sailing through the SKAGEN
road area)
b. Danpilot.dk
8. Panama Canal
a. Pancanal.com
9. Australian Waters
a. QCCP - Queensland Coastal Passage Plan
b. https://www.amsa.gov.au/safety-navigation/navigating-coastal-waters/about-
queensland-coastal-passage-plan
c. AHP 20 – Australian Seafarers Handbook
10. Southern Coast of South Africa
a. IMO SN/Circ.198 Annex 2 (Amended rules for navigation of Laden around the
Southern coast of South Africa)
11. US Waters
a. 33 CFR 164.25 (Tests before entering or getting underway)
b. 33 CFR 164.30 (Charts, publications, and equipment: General)
c. 33 CFR 164.35 (Equipment all vessels).
12. St. Lawrence seaway and The Great Lakes
a. https://greatlakes-seaway.com/en/commercial-shipping/seaway-handbook/
b. https://greatlakes-seaway.com/en/news-and-information/notices/
c. http://www.waterlevels.gc.ca/eng
13. Suez canal
a. SC01 - Suez Canal - Port Said to Great Bitter Lake
b. SC02 - Suez Canal - Great Bitter Lake to Port of Suez
c. Rules of Navigation

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06. UNDER KEEL AND VERTICAL CLEARENCES

06.1 PURPOSE
This document sets out the procedures and guidelines on how Under keel and vertical
clearances will be determined and maintained on all vessels.

06.2 PROCEDURES
06.2.1 UNDER KEEL CLEARANCE (U.K.C.)
The Master shall ensure that the vessel has adequate under keel clearance at all stages of the
voyage.
The following shall be considered to establish the dynamic nature of the draft, during voyage
planning and prior proceeding:
1) Trim/List for all stages of the voyage. When the ship’s draft is close to the maximum draft
for the port or berth, the ship must be maintained upright and as close to even keel as is
possible.
2) Squat varies with vessel’s speed through water
3) Sinkage due to Fresh Water / Dock Water allowances
4) Impact of weather on the sea conditions e.g., negative tides or decrease in salinity due to
heavy rain in inland waters, height of swell, tidal height and range, atmospheric pressure,
local anomalies and current.
5) The nature and stability of the bottom (e.g., sand wave phenomena, silting).
6) Reduced depths over pipelines or any other obstructions.
7) The reliability of the ship’s draft observations and calculations, including estimates of
hogging or sagging.
8) Increase in draft due to heel when turning/rolling.
9) Wave response allowance, which is the vertical displacement of the hull due to heave,
roll and pitch motions.
10) The accuracy/reliability of hydrographic data and tidal predictions. This is generally found
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
11) Effect of current on moored vessel.
12) Degree of accuracy / reliability of primary and secondary means of navigation when
determining vessel’s position with regards to Topographical Bottom features.

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 DEFINITIONS MAXIMUM ALLOWABLE SAFE DRAUGHT (MASD)
OPEN SEA COASTAL WATERS/ RESTRICTED WATERS AND APPROACHES If ports declare "safe draught" instead of specifying depth and required Under Keel Clearance
SHALLOW WATERS (UKC), the vessel may not need to calculate UKC as long as its max static draught (including hog
When both the When any of the Areas with limited sea room for and sag) is within the Maximum Allowable Safe draught (MASD) limits.
conditions are met: conditions are met: Navigation.
OVERHEAD CLEARANCE REQUIREMENT
Examples include but are not limited to:
•
Passing Under Bridge At least 1 meter
1. More than 12 nm 1. Less than or equal Canals
from the to 12 nm from the • Lock systems
Passing Under Electric cables At least 2 meters
coastline. coastline. • Rivers leading to ports
• Confined areas among islands, reefs and
2. Outside 50-meter 2. Within 50-meter navigation danger CATZOC & UKC
• Bays, harbors and port approaches CONDITION – CATZOC is “A1”, “A2”, “B” and “C” APPLICABLE UKC REQUIREMENT
contour contour
• Navigable water depth less than or equal to
twice the draught. Required UKC as per policy is greater than or equal
UKC Policy
• to the CATZOC allowance.
Dynamic UKC - UKC after taking into account applicable dynamic factors such as squat, CATZOC Allowance is greater than the required UKC. CATZOC Allowance
motion due to wind, wave and swell, heel experience in a turn, etc.
When CATZOC is “D” or “U”
UKC POLICY
Applicable UKC Requirement- As per UKC Policy
Our UKC policy requires calculating the dynamic UKC, which should fulfill the criteria mentioned below
If UKC available is more than or
draught
AREA Minimum UKC Requirement equal to 50% of static draught
50% of static draught. Keep clear of localized
Open sea
shallow areas.
the
Coastal/Shallow waters (Excluding
20% of static draught CATZOC allowance need not be
Restricted waters and Approaches) available. considered
Restricted waters and Approaches 10% of static draught
1.5% of the ship moulded beam or 0.3 meters, available in the area.
While alongside
whichever is greater voyage.
While at SBM/CBM 20% of static draught
10% of the static draught or 1 meter
At Anchor
whichever is greater
Refer to “Planning Guide - Straits of Malacca and Singapore (SOMS)” In case where local / charterers, UKC and overhead clearance requirements are greater than those
Deep draught vessels (draught 15 M or in this document, such requirements shall take precedence over this policy.
more) and VLCC’s (Tankers DWT 150,000 or
more) DEVIATION
Transiting Malacca or Singapore Straits (other If unable to comply with the above UKC and overhead clearance requirement, The Master shall
than off Horsburgh - Eastern Bank area): not proceed without getting office authorization.
Transiting Off Horsburgh (Eastern Bank) The Master shall carry out a Risk Assessment and raise a deviation request to the office. A one-
time waiver from the UKC Policy may be granted by the office after review of deviation.
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06.2.2 OVERHEAD CLEARANCE

The Master shall ensure that:

1. Vessel has adequate vertical clearance at all stages of the voyage.
2. Air draft shall be calculated prior commencement of voyage.
3. Antennas not included in the drawing have been considered.
4. Vessels should be upright during the transit to avoid errors in the calculation, where
practicable.
5. Squat should not be considered while calculating vertical clearance. Use the overhead
calculation form from OP-01 to determine vertical clearance.

For such calculations, use the draft at the frame that corresponds to the highest point
of the vessel.

06.2.3 MAXIMUM ALLOWABLE SAFE DRAFTS (MASD) WITHIN PORT LIMITS

1. In waters within the port, the transit draft shall be governed by the MASD declared by
the port authorities.
2. The vessel shall not exceed the maximum allowable safe draft.
3. MASD and maximum safe draft at the berth shall be based on information received from
ship’s agents.
4. The Master shall request for the following written information from the agents at the
earliest and shall be copied to the respective Marine Superintendent and Marine
Manager of the vessel:
a. Permissible safe arrival draft for the port (Vessel to provide ETA or ETD date or range
dates as applicable)
b. Controlling depth of the channel which would govern ship’s transit from sea buoy to
berth.
c. The declared depth at the load/discharge berth
d. Updated information on river stage if applicable
e. Recent information on any weather or environmental condition which could affect
available depth for the ship’s transit from Sea buoy to berth.

If a response to the above information is not received in good time, then the Marine
Superintendent of the vessel shall be consulted for further guidance.

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5. Hydrographic Offices rely on validated local survey information to ensure charts are up
to date. When receiving data through Agents and Shippers, great care needs to be taken
to cross check and to verify to the furthest extent possible that the data is valid. Port
Authorities can often be a good source. This includes tidal data which can be quite
different due to local anomalies. Best use of tides should always be made and with
contingencies in place for unexpected events, e.g., if the berth becomes unavailable in a
tidal waterway.

06.2.4 EXCEPTIONS TO MINIMUM UKC POLICY

1. In circumstances when vessel cannot comply with the minimum UKC policy of the
company basis the charted depth , Master shall contact the Marine Superintendent of the
vessel for further guidance.
2. Marine Superintendent of the vessel will then further take into consideration factors such
as to provide advise to master:
a. The latest input from Pilot Service and Agent
b. USCG and/or Port Authority recommendations
c. Previous vessel experiences in the fleet
d. Information on recent ‘other’ vessel transits at similar draft
e. Recent incidents/occurrences in the waterway that could have a bearing on the
vessel’s intended transit
f. Additional measures that may be necessary to ensure an adequate UKC
g. Any other information such as Environmental, Weather Forecasts, latest soundings,
sea water density etc.
h. Frequency of depth survey in waterway
i. Vessel’s steering ability, manoeuvring characteristics, speed, and any other
operational constraints that may be applicable due to the vessel’s UKC.
3. Upon evaluating the above, Marine Superintendent shall approve the vessel to make the
transit.

In any condition the minimum UKC should not be less than 0.3 m or 1.5% of the vessels
extreme breadth whichever is greater.

06.2.5 ZOC AND UKC

Cartographers use the CATZOC values to highlight the accuracy of data presented in nautical
charts. For guidance on determining the allowance for CATZOC, refer to Appendix 5.

1. While planning the passage, navigating officer must check and consider the CATZOC for
the entire route of the passage
2. O.O.W. should be aware of the ECDIS function to activate the CATZOC symbol on ENC.

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The Master shall seek information from all available sources to estimate the anticipated
controlling depth of the area it is intended to transit. While doing so, Master shall consider:

1. Up-to-date Navigational Charts Scale for the inland / port waters.

2. Latest hydrographic information available from relevant Nautical Publications.
3. Caution Notes such as (Navarea messages, Navtex warnings, etc.)
4. Bottom quality / nature of the sea bottom
5. State of the water (calm or rough).
6. Control of transit speed (to minimise squat).
7. Accuracy of the ship’s draught.
8. Channel transit during high water.
9. Manoeuvrability of the vessel.
10. Any other operational constraints that may be applicable due to vessel’s UKC.
11. General and expected movement of traffic in the area.
12. Previous transit history by company vessels.
Additional measures could include information obtained by Local Authorities such as the
Harbour Master, Coast guard Port Agent and Pilot regarding:
1. Date of the most recent dredging
2. Maximum allowed arrival/departure draft
3. Most recent deepest arrival / departure draft (arrival and safe berthing of vessels of
similar size and draft establishes a degree of safety for the transit under prevailing
environmental conditions)

UKC safety values should be applied to the calculated vessel’s draught to determine
the safety contour and safety depth settings on ECDIS.

06.2.6 SQUAT
Squat is an apparent bodily sinkage that causes increase in draft, along with trimming effect,
when ship is making headway. Effect of squat will increase with increase in speed and is greater
when navigating in confined water.

Squat can also occur with a moored vessel, at berth with strong current. While
underway this may lead to grounding, loss of steering and/or collision.

Ensure that the actual speed does not exceed more than 10% of the speed used for
UKC calculation when passing the critical hydrographic feature.

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The following precautions for squat shall be considered:

1. The speed while navigating in confined waters, and particularly when passing canals or
rivers.
2. Master shall ensure that the Pilot is made familiar with the vessel's squat characteristics.
3. Use of tugs to ensure acceptable steering if proceeding on low speed to reduce squat.
4. Squat shall be calculated as per squat table provided in OP-01

Squat will increase with speed and is greater when the channel is also restricted in
depth so vessel shall not exceed the planned speed.

06.2.7 SHALLOW WATER SIGNS AND EFFECTS

Master shall consider varied handling characteristics of the vessel when navigating in shallow
water.
The effect of shallow water on a ship is:
1. More ship’s power is absorbed by the water due to increased friction.
2. Usually, sinkage is greater forward than aft for ships with larger block coefficients in any
depth.
3. Turbulence interferes with rudder and propeller effectiveness.
Signs that the ship has entered shallow water conditions can be:
1. Increase in Squat.
2. Increase in bodily sinkage.
3. Develop extra trim by the bow or the stern.
4. Increase in wave-making, especially at the forward end of the ship.
5. Sluggish to manoeuvre - To quote a pilot, “almost like being in porridge.”
6. Draught indicators on the Bridge or echo-sounders will indicate changes in the end
draughts.
7. Reduction in Propeller rpm indicator.
8. Reduction drop-in speed.
9. Sudden vibrations because of the entrained water effects causing the natural hull
frequency to become resonant with another frequency associated with the vessel.
10. Reduction in Rolling, Pitching, and Heaving motions because of the cushioning effects
produced by the narrow layer of water under the bottom shell of the vessel.
11. Appearance of mud in the water around the ship’s hull if passing under a shelf or a
submerged wreck.
12. Increase in Turning Circle Diameter (TCD) up to 100%.
13. Increase in Stopping distances and stopping times.
14. Decrease in the Effectiveness of the helm.
15. Increased width of the wake.

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06.3 GUIDANCE
Factors Governing Squat
1. Squat varies approximately with the speed squared. As an example, if we double the
speed, we quadruple the squat. Put another way, it can be shown that halving the ship’s
speed will quarter the squat. In this context, speed V is the ship’s speed through the
water so the effect of current/tide speed with or against the ship is taken into account.
2. The Blockage Factor 'S' is another factor to consider. This is the immersed cross-section
of the ship’s midship section divided by the cross-section of water within the canal or
river. If the ship is in open water the width of influence of water can be calculated. This
ranges from about 8.25b for Super tankers, to about 9.50b for General Cargo ships, to
about 11.25 ship-breadths for Container Ships.
3. The presence of another ship in a narrow river will also affect squat, so much so, that
squats can double in value as they pass or cross the other vessel.
4. In connection with squat effect when passing shallow waters, it shall be taken into
consideration that a small transverse metacentric height (GM) will cause a further
draught to increase due to the vessel's tendency to roll.
5. Squat can be computed using the squat calculation sheet OP-01.

Squat Effect and Block Coefficient

1. Another important factor is the block coefficient Cb. Squat varies directly with Cb. Oil
Tankers will therefore have comparatively more squat than Passenger Liners.
2. In vessel with zero trim when stationary, and block coefficient of less than 0.7, squat is
usually greater at the stern than at the bow, when block coefficient is greater than 0.7 it
is usually greater at the bow.
3. For a vessel, not at zero trim when static, squat when underway will generally be greater
towards whichever end was deeper when static.
Change of draught due to Heel / List
1. The under-keel clearance is required to be corrected for the increase in vessel’s draft
due to Heel / List. Under keel calculation clearance sheet is to reflect this correction
accordingly.
2. The diagram below provides guidance for calculating the reduction in the under-keel
clearance due to heel / list.
3. The formula for calculating this reduction in UKC is:
a = b x Sinø
ø – Angle of list in degrees
a– Reduction in UKC due to heel / list
b – Half the breadth of the vessel
For example, a vessel with a beam of 30-meter, list of 1 degree will reduce UKC by 0.26m.

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Waterline
a

Changes in Water Level (Tidal level prediction error)

1. In addition to the change in water level due to predicted astronomical and seasonal
effects, water levels are also affected by meteorological changes in wind speed and
direction and in barometric pressure and during tidal surges and/or seiches. These
changes in water level represent the difference between measured and predicted water
levels and are known as the tidal residuals. In particular circumstances, this difference
can be substantial (of the order of 40 cm, or greater).
2. Information regarding the ‘movement’ of high tide is also important, particularly when
the port approach channel / canal is quite long and / or subject to large tidal variations.
The tidal range and phase shall be identified and accounted for in the prediction of the
ships under keel clearance along the entire transit.
Changes in Water Density
1. Changes in water density have the same effect as a change in water level in terms of
draught and the resulting under keel clearance. It is important to identify where these
changes occur and by how much the density has changed. This may be difficult to predict
at some locations (i.e., estuarial ports were heavy rainfall in higher ground results in lot of
freshwater outflow).
2. The vessels’ maximum draft has to be accurately ascertained prior arrival/departure from
ports wherein draft limitations and/or variance in density of water may exist. All deck
officers assigned with calculating the vessel’s draft should have a thorough understanding
of the impact that variances in harbour water salinity can have upon the draft of the
vessel.
3. Master shall be guided by but not limited to the following points:
➢ Prevailing density of water for each port call from e.g., vessel agents,
port/terminal authorities or latest edition of port/terminal handbook.
4. Use of updated charts and publications including reliability of paper charts / ECDIS to
confirm the local conditions impacting arrival drafts.
➢ Master-Pilot information exchange includes draft and density information

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➢ Verification of arrival/departure draft with pilot, where feasible

➢ Confirming drafts visually prior departing and where feasible prior arrival.
➢ Effective use of the remote draft gauging equipment.
➢ Effective use of the vessel’s loading computer to confirm actual draft
Effect Of Sand Waves/Siltation

Presence of sand waves and effect of siltation may result in reduced UKC.
Sand waves are formed where water is moved rapidly by strong tidal streams or heavy seas over
a seabed covered by unconsolidated sediments.
Sand waves are not found where the bottom is mud; but are likely to be found where the bottom
is sand or gravel.
On charts, areas where sand waves are known to occur are marked. Since position of the sand
waves and depth of water over them are liable to change.
Siltation can occur anywhere on the path of flowing water (rivers etc) but are predominantly
noticed in areas where they meet the sea/ocean. Effect of siltation is more pronounced near the
banks hence as far as practicable vessels should navigate in the centre of the fairway channel.
Where possible latest information regarding depths within these rivers and the channels shall be
obtained from local authorities and incorporated in UKC calculation. Due caution should be
exercised when sailing in these areas.
06.4 RECORDS
1. OP - 01 - Passage plan

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07. WATCHKEEPING
07.1 PURPOSE

To set out the procedures and guidelines on how navigation watchkeeping will be carried out
on all vessels.
Nothing in this document is intended to replace the master’s ultimate authority in ensuring the
safety of the vessel.
These procedures comply with all relevant IMO requirements relating to navigational
watchkeeping by OOW.

07.2 DEFINITIONS

1. Restricted visibility - is defined as a visible range of not more than 3 nm. This visible range
to define restricted visibility can be increased at the Master’s discretion based on
prevailing traffic, proximity to navigational hazards, weather, and other conditions.
2. Navigation Hazard - Any obstacle encountered by a vessel in route posing risk or danger
to the vessel, its contents, or the environment.
3. Navigation Aid also known aid to navigation(ATON), is any sort of signal, marker,
guidance equipment which aids navigation eg. Lighthouses, buoys, fog signals and day
beacons.
4. Defensive navigation - is taking measures on own vessel that goes over and beyond
ordinary navigational practices to improve safety of navigation and increases safety
margins.

07.3 PROCEDURES

For the purposes of these procedures, the Master shall be considered an OOW when in charge
of a navigational watch.

The VDR and ECDIS playback of a random 4-hour section for a voyage shall be reviewed at an
interval not exceeding 3 months by the master. It shall be combined with the Master’s
navigational audit.

The use and completion of all checklists contained in this manual shall be carried out near a
microphone connected to the vessel’s VDR.

The master shall ensure that all navigation checklists are complied with in accordance with the
‘Navigation checklist Handbook’. OOW shall log down the completion of a checklist in the deck
logbook. The laminated checklist after completion shall not be erased, until the same checklist
is required again.

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07.4 COLLISION AVOIDANCE AND SAFE SPEED

07.4.1 COLLISION AVOIDANCE
The OOW shall assess the risk of collision by:
1. Taking compass bearings of approaching ships
2. Making full use of radar and ARPA.
3. Ensuring that the vessel does not come into a close quarter situation.
4. Taking early and positive action so that such action is having the desired effect.
5. Keeping vessel manoeuvring characteristics in mind.
6. Consider Defensive navigation in every aspect of collision avoidance.

The OOW shall make full use of sound signals and daylight signalling lamp to attract
attention of another vessel in a collision avoidance situation.

OOW shall ensure that the Master is informed, if unable to maintain the above
requirements of CPA, TCPA, BCR and safe distance of navigation hazards / aids.

07.4.1.1 CLOSEST POINT OF APPROACH REQUIREMENT

*Recommended settings for CPA and TCPA:

Open Sea Coastal waters / Shallow Restricted waters and

waters (Excluding approaches
Restricted waters and
approaches)
CPA 2 NM 1 NM As per master’s discretion

TCPA 15 Minutes 15 Minutes As per master’s discretion

* The Master may adjust the CPA (Closest Point of Approach) and TCPA (Time to Closest Point
of Approach) requirements based on prevailing traffic density and weather conditions. In such
cases, the Master must clearly communicate the revised CPA and TCPA requirements to the
Officer on Watch (OOW) by recording them in the Master's Order Book.

The OOW is responsible for taking all necessary measures, in compliance with established
rules, to maintain the specified CPA and TCPA. If, at any time, the OOW is unable to meet
these requirements, the Master must be called immediately.

Radar and ARPA are the primary electronic anti-collision aids. The OOW shall not
rely on VHF communication, AIS data for collision avoidance.

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07.4.2 BOW CROSSING RANGE

1. BCR to be maintained shall always be greater than or equal to CPA.
2. Where applicable, Master shall ensure that required BCR (other than standing order) is
specified in the master’s order.

Ships length forward of the navigating bridge shall always be considered before calculating safe
BCR for the vessel.

Radars calculate CPA, TCPA, BCR etc. from the CCRP (Consistent Common Reference
Point). CCRP is usually fixed at the conning position. Master must exercise due
diligence when setting safe BCR limits.

07.4.3 DISTANCE OFF NAVIGATIONAL HAZARDS / AIDS

In open seas, OOW shall maintain safe distance of at least 5 NM from Navigational
hazards/Navigational aids.

07.4.4 SAFE SPEED

The OOW shall:
1. Ensure vessel proceeds at safe speed at all times.
2. Use helm at any time.
3. Reduce speed in shallow waters, restricted waters and approaches, to prevent damage
by vessel’s wash or wake to other vessels at berth, small craft, and shorelines.

OOW has unlimited unrestricted access to the use of main engines for avoiding close
quarter situation.

07.5 WATCH LEVELS

07.5.1 BRIDGE WATCH LEVELS

BWL PERSONNEL DESCRIPTION

O.O.W can be a sole lookout as per master's
BWL I OOW
discretion only during day light hrs.
The helmsman will perform lookout duties when not
OOW + Helmsman steering the vessel. O.O.W shall call for an additional
BWL II
lookout if vessel on hand steering.
Master will have the Conn. C/O can relieve master
Master + OOW + where long pilotage or long transit is expected in
BWL III
Helmsman+ Lookout order to relieve fatigue.

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Under certain circumstances, the Master may consider it necessary to have the support of two
navigating officers—one as OOW, the other as Additional Navigating Officer (ANO). Additional
lookout may also be required under some circumstances.

07.5.1.1. SOLE LOOKOUT

The OOW may be the sole lookout during daylight hours at the master’s discretion, after
considering:
1. OOW is not involved in any duties that may compromise lookout
2. State of weather and visibility.
3. Restricted waters and approaches.
4. Proximity to traffic separation schemes.
5. Area of security concerns.
6. All navigation equipment, propulsion, steering, and alarms are fully functional.
7. The OOW has sufficient experience and is sufficiently rested.
8. The OOW must be aware of who their backup assistant is, under what circumstances the
backup should be called, and how to call them quickly.
9. The OOW must know the work location of the helmsman/lookout and how to call them
quickly (e.g., via walkie-talkie, etc.).
10. BNWAS is functional and back-up personnel are aware of required response times and
any limitations on their movements, and they can hear and respond to alarms or
communication calls from the bridge.

OOW shall not be a sole lookout during the hours of darkness

07.5.2 ENGINE ROOM WATCH LEVELS

ERWL PERSONNEL DESCRIPTION

Only on vessels with certified Unmanned operations. If unable to
ERWL I UMS
maintain UMS mode for any reason, ERWL II to be maintained.
Duty Engineer +
ERWL II
Duty Oiler
The Chief Engineer will take charge of the engine room
whenever the engines are on standby.
Chief Engineer +
For those occasions when the engines are on standby for
ERWL III Duty Engineer +
prolonged periods such as river Passages, canal transits or poor
Duty Oiler
visibility the Chief engineer may delegate this responsibility to
the Second Engineer, in order to relieve fatigue

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The OOW shall ensure that the duty engineer is informed whenever the engines require to be
on standby for manoeuvring. Electrical Officer, where available, shall be in attendance in the
Engine Room when the vessel is entering, leaving port, or manoeuvring.

The Chief Engineer will ensure, the main engines are placed on standby under the following
conditions which include, but not limited to:
1. Navigation in restricted waters and approaches (e.g. harbours, rivers, canals,
anchorages, or their approaches).
2. Navigation in ice or restricted visibility.
3. Navigation in Special Areas.
4. Any other Situation as deemed necessary by the master, including:
5. Navigation in Traffic Separation Schemes
6. Navigation in Coastal waters / Shallow waters (as required).
7. Navigation in heavy weather
8. Operation status of main or stand by machinery
9. Any other development that may compromise safe operation, security, or
manoeuvrability of the vessel.

07.6 WATCH LEVEL MATRIX

07.6.1 BRIDGE WATCH LEVEL MATRIX AND MACHINERY READINESS

The table below provides the minimum bridge watch level that shall be maintained for each
navigational scenario.

Navigation Light Minimum Minimum operational machinery

Visibility Weather
Scenario’s Conditions BWL
Main engine (ME)-Sea speed, Auxiliary
Daylight Clear Normal I Engines (AE) for sea load, Single Steering
motor (SM)
ME-Sea speed, AE for sea load, Single SM
Darkness Clear Normal II

ME-Sea speed, Multiple AE, Multiple SM

Open Sea All Clear Heavy II
ME-Ready for maneuvering,
All Restricted Normal II Multiple AE, Multiple SM
ME-Ready for maneuvering, Multiple AE,
All Restricted Heavy III Multiple SM

ME-Sea speed, AE for sea load, Single SM

All Clear Any II

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Coastal water ME-Ready for maneuvering, Multiple AE,

/ Shallow All Restricted Any III Multiple SM
water
(Excluding
Restricted
waters and
approaches)
ME-Ready for maneuvering,
Restricted All Any Any III Multiple AE, Multiple SM, Anchors cleared
waters and away
approaches
ME stopped at notice decided by Master,
Daylight Clear Normal I Single AE*, Single SM

At Anchor
ME stopped at notice decided by Master,
Darkness Clear Normal II Single AE*, Single SM

STS at anchor ME stopped at notice decided by Master,

I Multiple AE, Single SM

ME-Ready for maneuvering,

STS III Multiple AE, Multiple SM
maneuvering
Running STS ME-Ready for maneuvering,
II Multiple AE, Multiple SM
Helicopter ME-Ready for maneuvering,
Operations III Multiple AE, Multiple SM

HRA/Piracy ME-Sea speed,

prone area II Multiple AE, Multiple SM
Storing and ME-Ready for maneuvering,
/personnel III Multiple AE, Multiple SM
transfer while
underway

When the vessel is drifting, the watch level must be maintained in accordance with the
navigation scenario (e.g., open sea, coastal waters / shallow waters).

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07.6.2 ENGINE ROOM WATCH LEVEL MATRIX

The table below provides the minimum Engine watch level that shall be maintained for each
navigational scenario.

Minimum
Steering UMS
Vessel Condition Main Engine Auxiliary Engine Engine room
Motor Permitted
Watch level
Single or
Auxiliary
Main engine (ME)- multiple
Engines (AE) for 1 Yes
Sea speed Steering
sea load
motor (SM)
Single or
Main engine (ME)- multiple
Multiple AE 2 No
Sea speed Steering
While underway motor (SM)
Main engine (ME)- Multiple
Ready for Multiple AE Steering 3 No
Maneuvering motor (SM)
Single or
Main engine (ME)-
Single or multiple
Stopped at notice 2 No
Multiple AE Steering
decided by Master
motor (SM)

Vessel Minimum Engine

Activity Auxiliary Engine UMS Permitted
Condition room Watch level

Single Auxiliary
1 Yes
Engines* (AE)
At anchor or Multiple AE 1 MD
Berth Bunkering 2 No
Diving 2 No
Storing 1 MD

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Vessel Minimum Engine room

Activity UMS Permitted
Condition Watch level

Hot work 2 No

Machinery overhauls in
2 No
Engine room

In all Fuel Changeover 2 No

condition
Internal Fuel transfer
between bunker tanks
2 No
(except between bunker
tank & settling tank)

Cargo Operation 2 No

Enclosed space entry in

2 No
Engine room

MD – Master’s Discretion, *Multiple AE’s if EGCS is in use

Master may increase watch levels according to the prevailing navigational scenarios e.g.,
picking up stores/ personnel transfer while underway etc.

Any changes in the bridge watch levels shall be recorded in the deck logbook.

While planning manpower for the passage, if violation of the rest hours is expected
on the bridge or engine room, then a level II RA shall be made in consultation with
the concerned superintendent and required deviation taken. Refer to Ch 12 of HSM
for fatigue management.

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07.7 DUTIES OF EACH BRIDGE TEAM MEMBER

The Master shall ensure that in accordance with the watch level, sufficient personnel are
available in the wheelhouse. The requirements for each member of the Bridge team as per
watch levels are as follows:

Tasks BWL - I BWL - II BWL - III

Conn Ship
▪ Conn the vessel
▪ In charge of bridge team OOW OOW Master /
▪ Give helm & engine orders Chief Officer
▪ Take collision avoidance action
Navigation
▪ Monitor and verify vessel position by OOW OOW OOW
alternate methods
Traffic
▪ Track traffic on radar & ARPA and monitor OOW OOW OOW
CPA/TCPA
Communications
▪ VHF communications OOW OOW OOW
▪ Report to VTS and relevant authorities
Other Duties
▪ Telegraph or thrusters
▪ Monitor and report helm & engine OOW OOW OOW
response
▪ Logs and checklist
▪ Internal communications
Helm
When When required Helmsman
required
Lookout Lookout (by
OOW Helmsman when Lookout
not steering)

Additional Navigating Off Additional Navigating Officer (ANO), when summoned on the bridge,
will carry out the duties as per Master’s discretion.

Helmsman must be supervised by OOW to ensure that steering orders are executed properly.
The Master must see that a regular training program for helmsman is established when
necessary. The helmsman's duties are recommended to be limited to a maximum of 2 hours
when continuous steering is required. Helmsman being relieved shall hand over the wheel only
after completion of alteration of course or any critical manoeuvre.
The Master should agree that it is safe to change the helmsman prior doing so.

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The helmsman will carry out duties of a Lookout, when not assigned to the Helm

07.8 MASTER’S PRESENCE ON THE BRIDGE

The Master or his deputy shall always be present on the bridge:

1. Whenever called by the OOW.
2. As mentioned in the Master’s standing orders
3. As in Bridge watch level Matrix.
4. Restricted Visibility
5. Areas of dense traffic
6. During heavy weather conditions
7. Transiting Navigation Special Area
8. When docking, undocking, or shifting the vessel.
9. When embarking or disembarking a Pilot or Mooring Master.
10. During anchoring operations.

07.8.1 MASTER TAKING AND HANDING OVER THE CONN

The Master shall verbally inform the OOW when taking and handing over the conn of the
vessel. The OOW shall verbally acknowledge the change of Conn. In an emergency, the Master
shall take the conn without notice.
The OOW shall record the time when the Master has taken or handed over the conn in the
Manoeuvring Order Book.

The Master shall leave the wheelhouse after handing over the conn and ensuring that:
1. The vessel is clear of all immediate navigational hazards.
2. The OOW and the rest of the Bridge team can manage the safe navigation of the vessel.

07.9 CHIEF OFFICER’S PRESENCE ON THE BRIDGE

1. Unless ordered otherwise by the Master, the Chief Officer is responsible for the
2. 0400-0800 and 1600-2000 watch at sea.
3. Chief Officer may be a part of the bridge team during the below manoeuvrings and as
deemed necessary by master.
a. Arrival and Departure Port
b. STS Manoeuvrings
c. High Density Traffic Areas
d. Search and Rescue
4. The presence of a chief officer on bridge along with Master:
a. Can help in improved decision making during critical stages of navigation.
b. Prepares the Chief officer for the role of Master

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07.10 MAINTAINING LOOKOUTS

1. OOW shall ensure that an efficient lookout is maintained by sight and hearing as well as
by all available means.

A constant watch solely by ECDIS, Radar, AIS or other electronic aids is not acceptable as
an efficient lookout.

2. In maintaining a lookout, the following shall be observed:

a. Occasionally looking at the radar screen to relate visual targets to radar targets.
b. Identify navigational hazards, e.g., wrecks, floating objects, ice, and uncharted hazards
c. Identify persons, ships, or aircraft in distress
d. Identify threats to security.
3. The OOW must ensure that lookouts clearly understand their duties including
reporting.
a. Reporting of lights, vessels, navigational marks, floating objects, changes in
environmental conditions that may affect safe navigation.
b. Reporting any events on board that may relate to safety of personnel or the vessel.

Unlicensed personnel such as cadets should not be considered as replacement for look
out.

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07.11 POSITION FIXING

The OOW shall ensure that the vessel’s position is fixed on paper charts and when ECDIS is
operating on DR mode as per below.

Area Frequency Fix Type

Open Sea Everyone hour if possible or every Satellite
2 hours DR Astronomical observations
When possible

Coastal Waters / Shallow Every 30 minutes, increasing Visual bearings

waters (Excluding Restricted Frequency to every 15 minutes Radar range / bearings
Waters and Approaches) when approaching restricted Electronic aid
waters Parallel Indexing
Restricted Waters and Every 15 minutes, increasing the Visual bearings
Approaches frequency to every 6 minutes in Radar range/bearings
extremely confined waters, or Electronic aid
increasing frequency as Parallel Indexing
necessary in critical areas during
port arrival or departure, as
directed by the Master

(When using ECDIS, please see ECDIS chapter for procedure on position verification)

The position fixing interval shall be such that the vessel shall not run into danger
between any two consecutive positions

During Restricted waters and approaches, the frequency of checking and verification may be
increased at the master's discretion.
The OOW shall compare the GNSS positions on both GNSS receivers at least once every watch
and record it in the Position / Echo Sounder log. Where depths under the keel are less than 50
meters, the charted depth shall be compared with the Echo sounding depth at least once every
watch and recorded in the Position / Echo Sounder log.
Where a sextant is provided on the vessel, the O.O.W. shall take celestial fixes at regular
intervals when weather permits. However, as a minimum, a celestial fix shall be taken once
every voyage or once every month, whichever is longer.

Accuracy of the GNSS and other satellite-based navigation system are dependent on
those who control the relevant satellites, and the accuracy may be downgraded at any
time without prior notice.

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07.12 PARALLEL INDEXING

The Master and OOW shall use parallel indexing techniques on the Radar, to monitor the
vessel’s position whenever possible.

This technique shall be used proactively for position verification during all available
opportunities.

07.13 NAVIGATING IN COASTAL WATERS/SHALLOW WATERS

1. Use the largest scale official ENC or paper chart published.

2. Identify all the relevant navigation marks, especially on radar. Check the characteristics
of the navigational marks before using them.
3. Verify the position derived from GNSS by alternate means such visual and radar.
4. Use position monitoring techniques like parallel indexing.
5. Steering to be changed over to manual, if required.
6. Take extra care while entering and exiting TSS
7. Do not go too close to land or hazards.

07.14 BRIDGE WATCH CHANGEOVER

The Officer being relieved shall not hand over the watch if:
1. There is any doubt regarding the capability of the relieving officer. In this case, the Master
shall be informed immediately.
2. A manoeuvre, alteration of course or any other action to avoid any hazard is taking place.

The relieving officer shall takeover a watch after ensuring:

1. That the members of the watch are fully capable of performing their duties
2. Visual scan of the horizon all around and verify funnel for any unusual emissions.
3. The satisfactory completion of the changing over watch checklist, {OP-09A} which
includes:
a. Master’s bridge orders
b. Vessel’s course, speed and any alterations
c. Traffic density
d. ECDIS settings (For any change of alarm, safety parameters & frame values settings,
a logbook entry shall be made mentioning the times when such changes were made)
e. Reporting’s during the watch
f. Status of Navigation equipment’s and Main Engine (Concerns/defects observed shall
be recorded in the deck logbook).
4. Lighting conditions on the bridge are optimum. Following shall be checked:
a. Internal lights (dimmers of equipment’s, other lights on the bridge, curtains)

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b. External lights (doors and deck lights)

Taking over OOW shall takeover watch by saying "I HAVE THE CON" close to VDR mic
and a relevant entry shall be made in the deck logbook.

07.15 CYBER SECURITY CHECKS ON THE NAVIGATION BRIDGE DURING WATCHKEEPING

As part of routine watchkeeping, the bridge team must be aware of the following Cyber security
measures,
1. Check the readout on the display of the GNSS unit transmitting the position against the
position displayed on other receivers such as ECDIS, GMDSS, ARPA etc to identify any
position discrepancies.
2. When possible cross check all sources of position data (GNSS) using other means such as
using visual bearings, PI, Radar bearing / distance, sextant positions, etc.
3. Confirm the next waypoint displayed on receivers against the passage plan.
4. Compare the transmitted speed data (log or GNSS) against speed data on other receivers to
identify any discrepancies.
5. Check the depth data displayed in ECDIS against the Echo sounder to identify any
discrepancies.
6. Check critical Navtex messages displayed on ECDIS against the messages on the NAVTEX
unit to confirm that they are genuine.
7. Ensure no un-authorised USB used in any bridge equipment, only dedicated USB authorised
by IT department to be used for collecting/ transferring data from bridge equipment.
8. USB ports of all bridge equipment shall be protected against unauthorised access using USB
locks or other similar means.

Bridge team shall refer to Information security management system/Cybersecurity Risk

management manual for implementation of cybersecurity measures

07.16 SAFETY & FIRE ROUNDS

At the termination of their respective watch during hours of darkness at sea, the relieved OOW
shall inspect all common spaces within the accommodation area. The Master may designate
duty of fire rounds to any other personnel as required. Such personnel must be aware of their
duties.
This inspection shall include but not be limited to:
1. Ensuring all weather tight doors are closed and secured.
2. Ensuring all loose equipment, locking mechanisms, and sealing arrangements are
secure.
3. Checking for any immediate fire or security risks

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4. An entry of this inspection shall be made in the deck logbook.

The personnel carrying out safety and fire rounds shall not leave the accommodation
area during this inspection.

The Chief Officer shall identify and establish a list of common spaces within the
accommodation to be inspected at designated times. These common spaces may include the
following:
1. All Laundries
2. Smoke rooms
3. Mess room/ Pantries
4. Hydraulic room (for Tankers)
5. Gymnasium
6. Electrical room
7. Any other spaces that are not protected by fire sensors.

07.17 PREPARATION FOR ARRIVAL AND DEPARTURES

1. The Master shall ensure that the Bridge Team and the Chief Engineer are appraised about
the vessel’s ETA/ETD.
2. Deck officers, Engineer officers and ratings shall ensure a closed loop communication.
3. As directed by Master O.O.W. on the Bridge must give the Engine room at least one
hour’s notice before Stand By for manoeuvring/control testing.
4. Remove anchor lashings, spurling, hawse pipe covers. Verify with Master prior clearing
anchors (Take depth and weather conditions into consideration).
5. Main Engine is tested ahead and astern before arriving at the manoeuvring point, well
clear from concerning traffic and navigational hazards in proximity and before departure
from anchorage or berth. Time and position to be recorded in the manoeuvring order
book.
6. Bow/Stern Thruster, if fitted shall be tested in accordance with the assigned speed
criteria. Time and position to be recorded in the manoeuvring order book.
7. Pre departure checks include GMDSS equipment switched on, tested, and checked for
correct station, ocean region, channel/frequency, and volume. Perform relevant entries
in the GMDSS logbook.
8. The Master shall brief the Bridge team before mooring, ship handling or any other
significant navigational operation.
9. The OOW shall ensure that the following equipment are well secured and do not
interfere with the arrival and departure activities on the vessel:
a. Stabilisers (where fitted).
b. Lights that overhang out of the vessel.
c. All watertight doors and access areas.

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d. Any other items that could create an obstruction.

10. All bridge controls, including telephones, whistles, steering gear etc. are tested 1 hour
before Stations are called, using the Bridge Checklist (Steering gear test and checks,
Departure Anchorage/Berth, Arrival port). On the satisfactory completion of the tests, an
entry to this effect shall made in the manoeuvring order book.
11. Ensure that for vessels entering or leaving ports within the United States of America or
Canada, all tests as required under 33 CFR 164.25 is carried out. The checklist {OP-17} is
completed within the period stipulated in 33 CFR 164.25 and a suitable entry is made in
the Manoeuvring Order Book.
12. Steering shall be engaged in adequate time before commencement of manoeuvring.
Time and position to be recorded in the manoeuvring order book.

The Master shall ensure that the helmsman is familiar with the steering characteristics
of the vessel prior switching to manual steering.

13. Where applicable OOW shall ensure that two or more steering motors are in operation
before the commencement of manoeuvring.
14. Prior departure, stowaway and contraband checks carried out as per checklist SF-08 and
relevant entries made in the logbook.
15. Pre-manoeuvring checks must include the following checks and subsequently OOW to
mark with date, time, and signature:
a. Telegraph recorder – Check for operation paper, date and time.
b. Course Recorder - heading shall be verified with Gyro. Ensure recorder is set to
correct time i.e., GMT and has enough paper roll.
c. Echo sounder - shall be compared with charted depths (at various range scales) and
test audible depth alarm. Check enough paper roll. Record in logbook when switched
on and comparison of depth at various range scales.

07.18 CARGO OPERATIONS AND STABILITY

OOW should have a general overview of the cargo operations being carried out, whether at
sea, anchorage or in port. Vessels loading condition and Intact stability criteria shall be borne
in mind by the OOW. Guidance shall be taken from Chief Officers standing orders.

7.19 OVER THE TIDE CARGO OPERATIONS

Over the tide is a procedure that utilises tidal changes in water depth, to finish of loading of a
vessel to its full draught as the water depth increases towards high tide or discharging
cargo to lighten a vessel before the low tidal level is reached.

Terminals with draught limitations and significant tidal variations should have

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procedures in place if discharging or loading over the tide operations are to be

permitted. These procedures should be agreed by all parties involved, prior to the
arrival of the vessel.

Procedures to control over the tide operations should be developed from a full risk
assessment process with the aim of ensuring that the vessel remains within the under-keel
clearance requirements and contingency measures into account

For further guidance on the over the tide operations, refer to the cargo operations
manual

07.20 OTHER SHIPBOARD OPERATIONS

The OOW shall:

1. Maintain a general watch over the ship's decks
2. Monitor where possible, people working on deck and any cargo or cargo handling
equipment
3. Monitoring machinery status
4. Consider weather and sea state when deciding whether activities are safe on deck
5. Understand the nature of work going on around the ship, including any active permits to
work.
6. Supervise the work that reduces the ship's fire integrity.
7. Under no circumstances should the OOW's other duties interfere with the safe
navigation of the ship

07.21 GUIDELINES

Bridge Watch keeping is the most important activity conducted at sea. Upon the watch
keeper's diligence rests the Safety of the ship, her entire crew, the cargo and the environment.
Bridge Team safety is paramount and thus must ensure that the occupational hazards when
identified on bridge are mitigated through safe working and housekeeping practices.

It is a demanding activity that requires support, encouragement, motivation, self-discipline,

and a high standard of professionalism.

Please note that commercial considerations should not override safety.

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07.21.1 RISK OF COLLISION

Take compass bearings as a means of early detection of risk of collision. Such risk may
sometimes exist when an appreciable bearing change is evident particularly when approaching
a large vessel, tow or when approaching a ship at close range.

07.21.2 BRIEFING AND DE-BRIEFING

During briefing, the bridge team members should be made aware of their duties and special
instructions regarding the operations.
During de-briefing, the bridge team members feedback should be taken. Any shortcomings
during the operation should be discussed along with the scope for improvement.
Briefing and de-briefing should be carried out before and after operations, such as:
1. Arrival and departures
2. Approaches to Navigation special areas
3. Emergency responses
4. Long Pilotage
5. Assisting other vessels.

07.21.3 PARALLEL INDEXING

Parallel indexing is a particularly valuable tool approaching port and during pilotage when the
Master is able to continually monitor the vessel’s position in this way while the O.O.W. verifies
the positions obtained from other data. This must not be the sole means of position
verification.

07.21.4 MANOEUVRING
1. Instructions for the operation of the main propulsion machinery including cancellation of
engine shut down should be posted on the bridge and in the engine control room.
2. These instructions must include procedures for all routine and emergency control of the
main propulsion machinery.
3. Where operation of any control e.g., Emergency override of the main engine could have
serious consequences in the event of incorrect use, must also be clearly stated.
4. The OOW should be familiar with:
5. The vessel’s manoeuvring characteristics.
6. Procedure on cancellation of engine shut down and regain propulsion control in quick
time.
7. Load on the engines, which should be kept within approved limits.
8. Testing of emergency overrides, stops and local control machinery is to be logged.

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07.21.5 SAFETY AND FIRE ROUNDS

1. In each area, the relieved OOW/designated personnel shall replace a colour coded set of
cards / key rings / magnets etc., with an alternate colour coded set once the inspection
of that area is complete.
2. On completion of the inspection, the relieved OOW/ designated personnel shall hand
over the new set to the duty personnel in the wheelhouse.

07.21.6 POSITION REPORTING SYSTEMS

1. The position reporting systems e.g., AMVER (USCG), AUSREP (Australia), JASREP (Japan)
and INSPIRES (India) are operated by various Governments or Administrations. It should
be noted that its use in some cases is mandatory.
2. When undertaking Open Sea passages ships must participate in these schemes and the
Master shall follow the procedures referred to in the Radio Signals and Admiralty Annual
Notices to Mariners.
3. Masters shall also comply with all reporting requirements associated with Traffic
Separation Schemes and Port Control.
4. The Navigating Officer as part of his Passage Planning shall ensure that all voyage
reporting requirements are identified and included in the plan and marked on the ECDIS
where necessary.

07.22 RECORDS

1. OP-07 – Deck Logbook

2. OP-33 – Master/Chief engineer/Chief officer Order Book
3. OP-08 – Manoeuvring Order Book
4. OP-09 - All parts
5. OP-22 – GMDSS Radio Log
6. OP-21 Position and echo sounder Log

REFERENCES

Bridge Team Management - Nautical Institute

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08. NAVIGATION IN RESTRICTED CONDITIONS

08.1 PURPOSE

To set out the procedures and guidelines on how navigation will be carried out in restricted
conditions.

08.2 DEFINITIONS

1. Navigation Special areas - area that requires extra caution to be exercised in the
navigation of the ship, due to limited sea room for manoeuvring caused by the
proximity of navigational hazards and/or heavy traffic.
2. Heavy weather shall be considered when wind exceeds force 6 and / or wave height
exceeds 4 meters - It is a condition which may result in injuries to crew, damage to the
vessel or its equipment and cargo, if not handled correctly.
3. Restricted conditions shall include, but not limited to heavy fishing traffic, Restricted
waters and approaches, TSS, restricted visibility, strong currents/tidal streams, heavy
weather, special navigation areas and distress situations.

08.3 PROCEDURES

The OOW shall ensure that Engines are on standby when the vessel is navigating in:
1. Harbours, rivers, canals, anchorages, or their approaches.
2. In and near areas of Ice or restricted visibility.
3. Navigation Special Areas.
4. Traffic Separation Schemes.
5. Restricted Waters and approaches.
6. Heavy weather.
7. A condition that may compromise safe operation, security, or manoeuvrability of the
vessel.

08.3.1 NAVIGATION IN HEAVY FISHING TRAFFIC

In the areas of heavy fishing traffic, the OOW shall:
1. Inform master and at the master’s discretion, increase the watch level.
2. Make bold alteration of course early, especially when there is lack of sea room.
3. Avoid the entire patch of fishing vessels and their fishing nets by wide alteration
4. Follow defensive navigation i.e. deviating from the intended track to give wide margin
for cluster of fishing vessels, even if this should cost them some additional miles.

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08.3.2 NAVIGATING THROUGH RESTRICTED WATERS AND APPROACHES

Masters shall ensure:
1. That a risk assessment is carried out with the Bridge team before the vessel enters
these areas.
2. Considering dangers to safe navigation posed by the following:
a. Squat
b. Banking effect
c. Strong currents/tidal streams
d. Manoeuvring characteristics
e. Efficiency of thrusters (if present)
f. Speed and surging effect on other vessels alongside
3. To increase the watch level depending on the risk assessment or the change in
circumstances.
4. To monitor the vessel’s track by parallel indexing using a fixed known object.

While navigating in confined, restricted waters or TSS, the OOW shall ensure that:
1. Engine room is informed.
2. Weather and visibility forecasts are noted.
3. Most suitable large-scale ENC is used.
4. Safety settings, alarm settings, CPA and TCPA on ECDIS and Radar and UKC allowance are
checked.
5. The position of the ship is fixed and verified at frequent intervals by the most appropriate
means.
6. All relevant navigation marks are positively identified.
7. Mandatory reporting requirements for routeing schemes are carried out.
8. Ship's draught and manoeuvring characteristics is considered.
9. In areas having security risk concerns, reference is made to company’s latest security
circular.
10. Checklist {OP-09B / OP-09C} is complied with, as required.

08.3.3 NAVIGATION IN RESTRICTED VISIBILITY

The OOW shall consider that the vessel is navigating in or near restricted visibility if:
1. Visibility range is less than 3 nautical miles or.
2. Master’s standing orders states otherwise (cannot be less than 3 nautical miles) or.
3. There is any doubt as to the visible range.
Where the vessel is not underway in restricted visibility, the master shall consider
implementing additional measures to ensure safety of navigation before the vessel is
underway. The master shall have the discretion to delay the vessel until visibility has
improved.

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When navigating in or near restricted visibility, the Master shall:

1. Make level II Risk assessment
2. Reduce the vessel’s speed where required.
3. Post extra lookouts. Record time in deck logbook when Bridge Watch Level increased.
4. Consider anchoring the vessel in anchoring depth.
5. Consider amending the passage plan to reduce the period of restricted visibility.
6. Consider manual steering, switching on another steering motor and taking over the conn
where there is an increase traffic. Record time and position in deck logbook as they are
performed.
7. Monitor and manage rest hours of the bridge team.

When navigating in or near restricted visibility, the OOW shall:

1. Inform the Master and Engine room.
2. Ensure the engines are on standby.
3. Start sound signals.
4. Make full use of ARPA and radar and consider increasing CPA and TCPA.
5. Obtain visual position near the coast, if possible, before the vessel enters restricted
visibility.
6. Obtain weather forecasts.
7. Stop all maintenance activities causing noise.
8. Comply with the Bridge Checklist, OP-09J

08.3.4 NAVIGATION IN SPECIAL AREAS

Navigation Special areas are areas that requires extra caution to be exercised in the navigation
of the ship, due to limited sea room for manoeuvring caused by the proximity of navigational
hazards and/or heavy traffic. Below areas are identified, as Navigation special areas.

Masters have the discretion to establish a Navigation special area based on their experience

1. Bosporus and Dardanelles

2. Delaware River
3. Dover Straits
4. Galveston / Houston Ship Channel
5. Straits of Gibraltar
6. Strait of Hormuz
7. Hong Kong Channel
8. Malacca Straits in the vicinity of One Fathom Bank TSS
9. Singapore Straits, Pulau lyu Kecil to Horsburgh lighthouse
10. Gulf of Suez / Suez Canal

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11. Mississippi River

12. Torres Strait
13. TSS off Sound
14. Magellan Strait
15. Great Lakes including St. Lambert seaway
16. Approaches and ports within Magdalena River
17. Kiel Canal
18. Panama Canal
19. Hainan Dao Straits

If the passage takes the vessel through a navigation special area, then the Master shall ensure:
1. That a Level II risk assessment is completed.
2. Consider posting additional navigation officer and lookout.

Master shall hold a navigation meeting with the Bridge Team and Chief Engineer not
later than 12 hours prior a vessel’s entry into navigation special areas and record it in
the deck logbook.

1. The following shall be discussed in the meeting:

a. Time when the engine must be on standby and required notice to Duty Engineer.
b. Testing of Main engine and steering gear
c. Calling the Master
d. Direction and strength of tides, currents and tidal streams at the time of transit.
e. Navigational warnings in force
f. Weather forecasts
g. Expected traffic density
h. Discussion on experience in that navigation special area by members of the Bridge
Team.
i. Local reporting requirements including VTIS
j. Vessel’s speed during transit.
k. Contingency arrangements for emergencies.
l. Rest hour planning
2. Master shall send the passage plan along with the ECDIS screenshot and risk assessment
for office review while transiting through such Navigational Special Areas.
3. OOW shall comply with checklist {OP-09B / OP-09C / OP-09D}

08.3.5 NAVIGATION IN HEAVY WEATHER

Heavy weather shall be considered when wind exceeds force 6 and above and / or wave height
exceeds 4 meters. Masters shall ensure that following precautions have been taken:
1. Make use of all available information including weather routing.

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2. Consider heaving to or altering the vessel’s route based on available weather forecasts.
Master shall inform the Marine Superintendent of vessels intention in this case.
3. Consider increasing bridge watch level and engaging hand steering. Record time and
position when bridge watch level increased and/or hand steering is engaged, in the
deck logbook.
4. Consider taking heavy weather ballast to ensure complete propeller immersion.
5. Amend the passage plan, speed and course to avoid entering the dangerous semi-circle
of tropical revolving storms.
6. Consider increasing the CPA / TCPA limits.

Send an initial report to the Marine Superintendent followed by 8-hourly update.

7. The report shall include:

a. Date/Time of report
b. Position
c. Course/Speed
d. Wind direction/Force
e. Barometric Pressure
f. Barometric Tendency (Rising/Falling/Steady)
g. ME RPM / TC RPM / ME Load (or Fuel Pump Index)
h. Source of weather reports received
i. If Vessel deviates from the planned course & speed including amended passage plan.
j. Any Pounding-Slamming / Shipping Seas
k. Name of TRS, if available.
l. Intended action for the next eight hours, if relevant.
m. CPA (In miles) and TCPA (Date and time in UTC) with the eye of storm, if relevant.

The navigating officer shall ensure that the Bridge team is briefed on the amended passage
plan.
The OOW shall comply with the Navigation in Heavy Weather checklist, OP-09I
The OOW shall closely monitor the motion of the vessel in the seaway, with regard for
pounding, excessive pitching or rolling and shipping water over the decks. Where there is a
concern, the OOW shall:
1. Inform the Master, head of the departments and the crew working on deck.
2. Monitor and communicate with any personnel who have to proceed on deck during
conditions of heavy weather.
3. Start the additional steering motor.
4. Monitor the effectiveness of the auto pilot frequently.

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5. Ensure that a helmsman is available on the bridge for manual steering.

6. Post an additional lookout when the lookout is engaged in steering duties.
7. Optimise radar settings.
8. Record weather observations and barometric pressure in the Deck Logbook hourly.
9. Have any loose items secured.
Master shall consider postponing helicopter operations and pilot boarding and inform the
Marine Superintendent.

08.3.6 RENDERING ASSISTANCE TO VESSELS IN DISTRESS

Masters shall provide all reasonable assistance to save lives at sea and shall comply with any
Search and Rescue as per the requirements contained in the IAMSAR vol. III.

08.4 GUIDELINES
08.4.1 NAVIGATING WITH HEAVY FISHING TRAFFIC
When navigating with heavy fishing traffic, the OOW should be aware of the following:
1. Fishing vessels may not be aware of COLREGS and may alter their course or speed
without warning.
2. Fishing nets may be extended long distances from their boat.
3. They may not be detected early by radar, especially in adverse weather conditions.
4. They may not be adequately manned might not have any look out on them.
5. Many of the fishing vessels are not equipped with AIS, radar transponders / reflectors,
appropriate navigational lights or day light signals to assist early detection.
6. Some fishing vessels use very bright lights to aid fishing which may obscure its navigation
lights.
7. Communication with fishing vessels may be misunderstood due to language barriers.
Though not exhaustive following are few areas where dense fishing traffic may be
encountered, and situation can be worsened with restricted visibility especially in the far east.
1. Coastal areas of South China Sea and East China Sea extending to deep seas.
2. Taiwan Strait.
3. Coastal waters of west coast of India extending to Arabian Sea.
4. Coastal waters of Japan including the Okinawa Islands
08.4.2 NAVIGATION IN HEAVY WEATHER
Masters should consider amending the speed and course to avoid:
1. Unduly high longitudinal and transverse stresses on the ship.
2. Pounding damage to the fore and aft ends of the ship.
3. Racing of the propeller as it emerges from the water.
4. Synchronous Rolling

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OOW should be aware that:

1. The response to rudder movements may be poor because of added forces acting on the
vessel and therefore apply counter helm efficiently.
2. that radar detection of targets during heavy weather will be adversely affected by the
high sea state.
3. Collision avoidance manoeuvres in heavy weather need to be carried out well in
advance and with greater caution due to:
4. Difficulty in maintaining a steady heading when the ship is moving in a seaway;
5. Response to rudder movements may be sluggish due to the variable weather forces
acting on the ship.
Synchronous Rolling
Synchronous rolling is caused when vessel’s rolling period (TR) becomes synchronous or
resonant with the wave period.
To reduce synchronous rolling:
1. Use ballast water to alter the vessel KG. This should alter the GM(T) and hence the
natural rolling period (TR) to a non-synchronous value.
2. Introduce a yawing effect, by changing the course of the vessel so that there will
be a change in the approaching wave frequencies.
3. Alter the vessel’s speed until synchronism or resonance no longer exists with the
wave frequency.
08.4.3 NAVIGATION IN AREAS WITH STRONG CURRENTS
A strong opposing current will enhance the vessel’s manoeuvrability and where circumstances
permit, approach must be made while heading into the current.
Similarly, a strong following current will diminish the vessel’s manoeuvrability and warrant
greater planning and alertness on the part of the bridge team.

08.5 RECORDS
1. OP-07 – Deck Logbook
2. OP-08 – Manoeuvring Order Book
3. OP-09 - All parts
4. OP-22 – GMDSS Radio Log
5. OLB – Official Logbook
6. OP-21 Position and echo sounder Log

REFERENCES

Bridge Team Management - Nautical Institute

IMO MSC.1 Circ. 1228 - Revised Guidance to the Master for avoiding Dangerous situations in
Adverse Weather and Sea conditions.

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09. ANCHORING OPERATIONS AND AT ANCHOR

09.1 PURPOSE

The purpose of this procedure is to ensure safe anchoring of vessels

09.2 DEFINITIONS

Scope of the cable - The ratio of length of the саblе, from hawse pipe to the anchor' D' shackle,
to the depth of water from hawse pipe to seabed

09.3 PROCEDURES
09.3.1 MAXIMUM ANCHORING DEPTH
Capacity of the windlass governs the maximum anchoring depth and not the total length of the
cable. The bridge team shall be aware of the maximum anchoring depth of the vessel. Age of
the vessel, condition and capacity of the anchoring equipment and weather conditions shall be
considered while calculating this.
Vessel shall calculate the maximum anchoring depth as per the example given in guidelines
and display the calculation on the bridge.

09.3.2 LIMITATIONS OF THE ANCHORING EQUIPMENT

Mariners should be aware that windlasses are typically designed to lift а maximum
weight of an anchor and three free-hanging shackles of the сablе.

The maximum environmental loads that anchoring equipment can take with good holding
ground and scope of 6-10 are as per the below:

Environmental Sheltered water (No Unsheltered waters (Max

factors waves) wave height 2 meters)
Wind speed 48 Kts 21 Kts
Current speed 4.8 Kts 3 Kts

Maximum environmental loads of anchoring equipment

09.3.3 PLANNING FOR ANCHORING

The Master shall identify a suitable anchoring position before entering the anchorage
area.

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The following factors shall be considered when identifying an anchoring position and the scope
of anchor cable to be used:
1. Priority given to designated anchorage areas.
2. The nature of seabed, holding ground and depth.
3. Hazards such as proximity to foul ground and underwater pipelines.
4. Availability of sea room and vessel’s turning circle.
5. Appropriate port limits and local regulations.
6. Limitations or defects in vessel’s propulsion systems, navigation and anchoring
equipment.
7. Strength and direction of Wind / Current / Tidal Stream.
8. Frequency of losing the anchor in that location where that information is available.
9. Requirement for pilot to anchor the vessel.
10. Safe distance from other ships and facilities
While planning for anchoring, the master shall consider the maximum anchoring depth. Whilst
weighing anchor, the maximum load on the windlass will occur as the anchor just leave the
bottom. The combined weight of anchor and cable at this stage must never exceed the hauling
capacity of the windlass. About 10 to 20 percent allowance must be given for the age of the
vessel and the friction caused.

If possible, maintain more than one nautical mile distance from the shallows and other
potential hazards. If there is a strong onshore wind and the anchorage is close to shore, vessel
may abort anchoring

09.3.4 PREPARATIONS FOR ANCHORING

09.3.4.1. Before making the approach to an anchorage, the Master shall:
1. Ensure that chief Officer (or another experienced Officer having adequate knowledge
and training in anchoring operations) is in charge on the forecastle during anchoring. At
least 2 more experienced crew members shall be required for anchoring operations.
2. Discuss the anchoring plan with the bridge team
3. Brief the Deck Officer in charge of anchoring.
4. Ensure that the watch level is set at a minimum of Level III
5. To assign roles and responsibilities as per Mooring system management plan.

09.3.4.2. Anchoring in Tidal Ports with Strong Currents

Take the following additional precautions:
1. Anchor at a safe distance from other vessels
2. Do not anchor near the river entrances and in prohibited anchorages
3. To minimize the effect of current, try to keep increased UKC
4. Exercise care at low speed.

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5. Never attempt to cross the bow of anchored vessel at close range.

The Master shall provide the Deck Officer in charge of anchoring with the following
information before the officer proceeds to the anchor stations:
1. Approximate anchoring location.
2. Method of approach.
3. Which anchor to use and total number of shackles.
4. Depth of water.
5. Method of anchoring.
6. Any specific hazards or negative experience during anchoring operations in that
location.

Deck Officer in charge shall conduct toolbox meeting with anchoring team forward that should
include the use of appropriate PPE, safety procedures and the above information.

If the windlass is provided with high speed or low speed mode, then following shall be
stencilled in the vicinity of the windlass and clearly visible to the person operating it:
“Operate windlass only on low speed while anchoring and picking up anchor cable”.
09.3.4.3. Prior anchoring, the OOW shall:
1. Mark the identified anchoring position in the ECDIS and Radar.
2. Contact Port authorities for confirming the position
3. Test all the means of communications and relevant video feeds where installed.
4. Get the services on deck, required for anchoring
5. Comply with the checklist, {OP-09B / OP-09C / OP-09D}
09.3.4.4. Anchoring methods with depth limitations

DEPTH ANCHORING PROCEDURE

Walk back up to half a shackle off the bottom and subsequently let go
Less than 40
or
meters
Walk back to full depth
More than 40
Only walk back
meters
Shall be avoided. If required, Level II RA to be completed and shared with
More than 82.5
Marine Superintendent.
meters
Anchor to be walked back for the full scope.

Vessels with DWT 50,000 MT or greater shall always walk back anchor for the full
scope

Deep water anchoring is defined as anchoring in water depths exceeding 82.5 meters

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09.3.5 ANCHORING PROCEDURE

Masters shall plan a gradual decrease in speed in order to attain a "Zero" ground speed prior to
lowering the anchor.
Routine anchoring is to be carried out at the Master’s discretion by either:
1. Walking out the anchor to a predetermined depth and then controlling the length of
chain paid out on letting go.
2. By walking out the full intended scope of the chain under power. 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 meters/min, equivalent
to less than 0.3 knot. Higher speeds over the ground may cause the motor to render.

Vessels anchoring in the proximity of submarine pipelines and cables shall exercise
extreme caution and provide as much room as possible.

Water depth is less than 40m:

When the ship arrives at the intended place of anchorage and stopped, the windlass clutch to
be engaged, brake opened, and anchor lowered in water (About half a shackle off the bottom),
the brake applied, and the clutch is disengaged. With the vessel having slight astern speed, the
chain and anchor should be let go by releasing the brake. While letting go the anchor the brake
shall be applied frequently to prevent the chain from “taking charge” which can result in
accelerated deterioration of the brake lining or even loss of anchor. Application of brake is also
essential to avoid either piling of the chain on the seabed or entanglement with the shank.

Test results show that the speed of anchor free fall reaches 10m/sec after 50m when
an anchor is let go without braking. So, to say, 12 shackles could totally run out at
33seconds.

Water depth exceeding 40m:

When the ship arrives at the intended place of anchorage the windlass clutch shall be engaged,
and the brake loosened. When the ship lies dead over the ground the anchor shall be walked
out until touching the bottom. The desired length of the chain should be paid out one shackle
at a time after allowing the vessel to attain slight astern speed. The chain should be allowed to
tighten up before paying out the next shackle, avoiding the vessel to pick up speed.

When vessel is under pilotage, Master shall discuss anchoring method with the Pilot
considering above guidance. However, pilot's advice and customary practices for the
port shall be taken into account.

The weakest component in most anchoring systems ls the windlass motor which can
fail when there is too much weight on the cable when walking out of the anchor.

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09.3.6 DEEP WATER ANCHORING

Deep water anchoring is defined as anchoring in water depths exceeding 82.5 meters. Such
anchoring should be avoided as far as practically possible. However, in some trading areas in
the worldwide trade it is not possible to avoid deep water anchoring.
When anchoring in deep water anchorages, the depth does not allow for the adequate
number of shackles to be deployed, resulting in the reduction of the holding power of the
anchor. Particular attention should be paid to ensure that the vessel does not drag the anchor.
Anchoring in deep water should be avoided if the following conditions are forecast:
a. Strong wind / current effect
b. High density anchorage or anchorage with restricted area
c. Indistinct depth of water or sea bottom nature

09.3.7 EMERGENCY ANCHORING

On arrival and departure ports and in anchoring depths, prepare both anchors ready for letting
go in emergency as follows:
1. Keep anchors fully housed in the hawse pipe and secured on the brake with anchor
lashing removed.
2. Engage the chain stopper without weight of chain on it, so that, if necessary, can
remove the stopper without power on the winch.
3. In imminent danger:
4. Act decisively and consider using both anchors simultaneously
5. Use the brakes to check and control the chain
6. If brakes cannot control running out of the chain, get clear of windlass area

09.3.8 SECURING OF ANCHOR AFTER ANCHORING

After vessel is brought up, place the guillotine / chain stopper as follows:
1. Using the windlass, adjust the chain link so that the stopper sits completely (see below
picture)
2. Insert the locking pin and lock it to prevent pin from getting dislodged
3. Walk back a little so that the vertical link of the chain rests on the stopper, without
4. any slack between windlass and stopper
5. Secure brakes
6. Remove windlass gear

The guillotine/chain stopper is the strongest part of the anchoring equipment and is
designed to take the load of the cable when a vessel lies at anchor.

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However, with age, the face of the guillotine/chain stopper is likely to get grooved at the
portion where the anchor chain touches the stopper. When grooved, the stopper may allow
the chain to slip from underneath. It is prudent that the face of the guillotine /chain stopper is
checked regularly, and any grooving should be attended to immediately.

Chain stopper
09.3.9 ANCHOR WATCH

Once the vessel is anchored, the OOW shall:

1. Draw a swinging circle on ECDIS
2. Change the status of navigation lights
3. Change the status in AIS
4. Log down the notice for main engine in the manoeuvring order book
5. Start monitoring vessels position

During the anchor watch the OOW shall:

1. Verify the vessel’s position frequently and at every change of tide and weather.
2. Record vessel’s position in the Anchor Position Log - {OP-23} at least every hour.
3. Ensure the Machinery and personnel are in a state of readiness.
4. Monitor the weather conditions.
5. Ensure the bridge watch level is maintained
6. Anchor chain is checked frequently as required by the Master.
7. Approaching traffic is closely monitored.

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In case, another vessel anchors dangerously close to own vessel, OOW shall call
Master and request the other vessel to consider anchoring at a safe distance. If the
other vessel does not take any action, then the Master shall, in consultation with the
port control, shift and re- anchor to a safer location.

8. Ensure an efficient lookout is maintained, and the weather and tidal condition is
monitored.
9. Fire, safety, anti-pollution, and security rounds are being conducted on deck.
10. Comply with the checklist, {OP-09A} every change of watch.
11. Notify the master when:
a. Vessel is dragging anchor.
b. Vessel is experiencing excessive yaw.
c. The movement of other vessels causing a concern.
d. Visibility deteriorates.
e. The weather deteriorates or concerning weather warning is received.

09.3.10 DRAGGING ANCHOR

The OOW shall assume that the vessel is dragging anchor, but not limited to:
1. Vessel’s position is outside the swinging circle.
2. Speed over ground is increasing and continues to increase.
3. Substantial change in bearing and distance of a radar conspicuous object.
4. Unusual vibrations being felt on the hull and / or on the anchor cable.
5. Anchor cable comes to long stay, then short stay and then long stay repeatedly.
6. Course recorder does not indicate a “figure of eight” motion but indicates a distorted
curve rather than a regular sine curve.

When suspected that the own vessel is dragging anchor, the OOW shall:
1. Inform the Master.
2. Have the engines and thrusters (if available) ready.
3. Ensure power is available for the anchor windlass.
4. Send anchoring team forward
5. Arrange for a helmsman.
6. Check that the vessel is not running into danger.
7. Make announcement on Public Address indicating dragging anchor.
8. Display the appropriate signal and navigation lights.
9. Inform port authority and alert vessels anchored nearby.

When suspected that another vessel is dragging anchor, the OOW shall:
1. Prepare the main engine for immediate maneuvering
2. Call anchor team to attend station for immediate departure
3. On heaving anchor, move away from danger.

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Avoid engaging in repeated VHF communications with the other vessel about her intentions
or status. This could cause a loss of critical time to take effective action.

When it is ascertained that the other vessel is dragging anchor, act well in advance,
bearing in mind that the other vessel may not be able to take necessary action.

Master shall take all possible actions to avoid collision while at anchor which may include, but
not limited to:
1. Paying out of the cable
2. Slipping the cable from the bitter end.
The Master on receiving the notification from the OOW, shall take over the con of the vessel
and take immediate action. In taking this action, the master shall:
1. Check that the vessel is dragging anchor.
2. Assess the reason for the anchor dragging.
3. Where necessary or to slow the vessel’s SOG, veer the additional cable and release
second anchor.
4. Use the bow thruster, if available.
5. Use the Main engine and steering to head into the wind.
6. Consider increasing the watch level.
7. Contact Pilot station and request a pilot and/or tugs, if needed.
8. Issue a Security message on VHF channel 16 to alert vessels in the vicinity.
9. Consider weighing the anchor and moving the vessel away

09.3.11 EMERGENCY DEPARTURE FROM ANCHORAGE

Masters shall consider an emergency departure from an anchorage when:
1. Wind force is greater than or equal to Beaufort scale 6 consistently
2. Own Vessel drifting towards shallow waters
3. Own vessel drifting towards another vessel
4. Another vessel drifting towards own vessel
5. Vessel closing dangerously towards each other while swinging at anchor

When deciding to depart an anchorage in an emergency Master may consider the below:
1. Prepare main engine for immediate manoeuvring
2. Call anchor team to attend station for immediate departure
3. Ask for engine room services required
4. On heaving anchor, move away from danger.
5. Slip the anchor

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In case of anchor dragging in rough weather, windlass might get damaged with
catastrophic results and subsequent loss of anchor and chain cable. The vessel must
leave well before the weather conditions exceed the anchor system capabilities.

After slipping the anchor, the Master shall consider the following:
1. Inform the company and local port authority.
2. If port authorities permit, drop a marker at slipped position.
3. Notify agents and vessels in close proximity.
4. Inform Class and flag and obtain dispensation.
5. Position of the slipped anchor to be recorded in the deck logbook.
6. Notify P & I club
7. Submit an incident report to the Marine Superintendent.

9.3.12 For routine departure from anchorage Master shall

1. Discuss the plan with the bridge team and the Deck Officer in charge of anchor stations.
2. Consider using the engines and / or thrusters and rudder for easing the weight on the
windlass while heaving up the anchor.
3. Comply with local rules and regulations while navigating out of the anchorage area.

The OOW shall comply with the checklist OP-09F / OP-09G

Following shall be kept in mind before and during heaving up the anchor:
1. The windlass is not designed to pull the vessel towards the anchor.
2. Use engines and rudder to avoid high strain on the chain and windlass motor.
3. Keep the chain as close as practicable to up and down.
4. If the windlass is not able to pick up the chain, tighten the windlass brakes. Resume
heaving once the weight eases off.
5. Ensure cooling water is available to the hydraulic motors.
6. Anchoring personnel to monitor and frequently update on ‘lead or direction’ and
‘tension’ on the cable.
7. Being the weakest link in the anchor system, the motor might fail when is too much
weight on the cable.
8. Keep the cable clear of the bow.

09.3.12 MAINTENANCE OF MAIN ENGINE WHILE AT ANCHOR

1. Maintenance work that immobilises the main propulsion system should be carried out
when the ship is at anchor, only in an emergency.
2. Masters shall request the necessary approvals and information from the shore
authorities before commencing the maintenance work.
3. When the Chief Engineer deems that maintenance work is necessary, Master shall:
a. Inform the Technical superintendent

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b. Give his approval based on:

c. the availability of both anchors
d. suitability of seabed for anchoring
e. anchored position i.e., whether in open sea or sheltered waters
f. Good weather forecasts for the time required for the maintenance work
g. All the weather forecasts available should monitored during maintenance
operations.

09.3.13 PROLONGED ANCHORAGE

An anchorage of ten days or more shall be deemed as prolonged anchorage.
During prolonged anchorage, swinging of vessel due to tidal stream or current and wind can
cause knotting of the anchor chain and foul the anchor. At intervals not exceeding one week to
ten days, plan to heave up the anchor until sighted & clear in consultation with Marine
Superintendent. Re-anchor using same anchor or another anchor. Port permission shall be
obtained as required.

09.3.14 SECURING OF ANCHORS FOR SEA

Before proceeding to high seas, secure anchor in the hawse pipe, by ensuring:
1. Anchor fully hauled-in, making ‘3-Point-Contact’ with hull and stowed (see picture
2. below)
3. Chain or ground stoppers engaged.
4. Windlass brakes applied and clutch disengaged
5. Anchors lashed with anchor lashing wire and turnbuckles or other similar fasteners
6. Spurling pipe covered by steel plates, canvas, and cement to avoid water ingress into
the chain lockers
7. Confirm chain locker doors and manholes secured tight so that ingress of water in
chain locker will not enter the forepeak stores

When securing for sea anchors should be fully hauled to ensure ‘3-point contact’ with
the hull and bow stopper should be placed and secured.
In adverse weather, an anchor not making ‘3-point contact’ will bang against the hull
resulting in holes on the shipside or loss of the ‘D-Shackle’ securing pin.

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Anchor making 3-point contact

09.3.15 CHECKING ANCHORS AT SEA
During sea passages a, thorough inspection of the anchor stowage and securing arrangements
shall be carried out daily. During heavy weather, this inspection is to be carried out as
frequently as the Master considers it necessary, prudent, and safe.

09.3.16 GUIDELINES
Calculating Maximum anchoring depth

A notice can be posted on the bridge stating windlass hauling capacity and maximum
anchoring depth basis “up and down” weight of anchor and chain cable. Due allowance must
be given for efficiency reduction of a ‘not new’ windlass. It is generally recommended by the
industry that a 10 to 20 percent allowance be deducted from the hauling capacity of the
windlass to allow for age and friction

The following calculations are a guide for safe anchoring in deep water.
Rated Windlass hauling capacity = 61.8 Tons @ 9 Meters / min

Windlass hauling capacity after 10% allowance = 55.62 Tons

Weight of Anchor = - 16.7 Tons

Permissible weight of anchor chain = 38.92 Tons

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Total weight of anchor chain (P & S – 14 Sh = 220.2 Tons

each)

Weight of each shackle = 220.2 / (14 x 2) = 7.86 Tons

Permissible shackles of chain = 38.92 / 7.86 = 4.95 shackles of 27.5 m each

Length of 4.95 shackles = 4.95 x 27.5 = 136.1 Meters

Less height of gypsy above water line

E.g., Ballast Condition = 23.7 Meters

E.g., Loaded Condition = 11.0 Meters

Maximum depth of water for anchoring

Ballast Condition = 112.4 Meters
Loaded Condition = 125.1 Meters

09.3.17 ANCHORING PROCEDURE

1. Conduct a planned approach including speed reduction in ample time and orienting the
ship head prior anchoring to
a. Same as similar sized vessel around (or)
b. Stem the tide or wind whichever is stronger
2. Decide on which method of anchoring to be used and the number of shackles depending
on the depth of water, expected weather, and holding ground.
Masters may use the below formula for anchoring in depths less than 50 meters in
deciding the number of shackles to be used in anchoring a vessel:
Fine weather: L=3d+90m (d=Depth of water in metres)
Rough weather: L=4d+145m (d=Depth of water in metres) L=4d+145m (d=Depth of wat
3. An anchor provides maximum holding power when its flukes are embedded in the seabed.
This occurs when the anchor shank lies on the seabed and the anchor cable pulls
horizontally at the anchor shackle.

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Relationship Between Anchor Holding Power and Chain Cable Angle with Seabed ‘A’
1. When the pull increases, the cable lying on the seabed is lifted off, creating a larger angle
above the horizontal. As the angle increases, the holding power reduces. As a guide, a
pull of 5 degrees above the horizontal reduces the holding power by 25% and a pull of
15 degrees reduces the holding power by 50%.
2. Therefore, to maximise the holding power, the ratio between water depth and the length
of the chain – the scope number – is a key factor and class guidance is 6 to 10 scopes.
The scope of the cable should be sufficient to ensure that, in fair weather, an adequate
length of cable will lie along the seabed, allowing the cable to pull the anchor
horizontally. When this occurs, the cable rises gently into the hawse
pipe. Therefore, extra cable is paid out when the wind, sea, or current increases.
The curve of the cable, or catenary, absorbs any shock-loading when riding to wind
and sea. A catenary is necessary for the cable to have a horizontal pull on the anchor
and ensure maximum holding power.

09.3.18 ANCHORING METHODS

Walk Back Speed
1. As a standard, the weighing chain speed is 15 cm/second. This corresponds to 0.3 knots
of ship's speed. It means that ship's speed should be controlled to less than 0.3 knots
against the direction the chain is leading.

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2. The strength and direction of Wind / Current / Tidal Stream should also be taken
into consideration prior choosing the method of anchoring. Attempts must not be
made to anchor across the current or tidal stream. When all way has been taken off, the
vessel’s head should be close to the direction of the stream and the bow should not be
swinging excessively.
3. Officer responsible for anchoring should inform bridge if any boats are in close range of
the vessels bow.

As per IACS requirements, a chain stopper should withstand a pull of 80% of the
breaking load of the chain. The windlass with brakes engaged and cable lifters
disengaged is to be able to withstand a pull of 45% of the breaking load of the chain.

• Vessel’s speed over the ground as close to zero as possible can be difficult to
achieve, particularly when anchoring offshore in the deep-water anchorages
frequently used by large vessels.

• Ascertaining position at anchor

a. If the vessel is brought up, can be observed by the anchor chain tightening up
to a certain load and then slackening off to stabilise at a lesser load. The officer
in charge of the anchor party will know when the vessel is brought up, by the
cable rising up from the surface towards the hawse pipe when the brake is
holding it, also referred to as a long stay. Once the anchor has bitten the
ground, the vessel should then move towards the anchor, causing the cable to
drop back and make a catenary. The anchor should lead more or less
straight ahead or fine on the bow while doing so. If she should again lengthen
her stay and shorten and continue doing so, she has NOT brought up to her
anchor.
b. If necessary, a "kick astern" can be used to obtain the appropriate weight on
the chain before it slacks up. If the chain is "jumping" or fails to slack up the
anchor may not be holding, and more chain should be paid out.
c. The above may not hold good in cases where the anchor is “walked back” all
through, as is done in the case of large vessels or deep waters in the absence
of a tide or wind which will help lengthen the stay. In such cases it must not be
assumed that the vessel is brought up and the position and swinging circle
must be monitored till the next change of tide till one is sure that the vessel is
brought up.
d. This can also be cross checked by verifying vessels position and ensuring vessel
is within the swinging circle.
e. When letting go the anchor the ship’s position and heading shall be recorded
in order to calculate swinging circle which will assist in early detection of
anchor dragging.

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f. The swinging circle once calculated should be plotted on the ECDIS and GNSS.

09.3.19 CALCULATION OF SWINGING CIRCLE

Calculate the swinging circle as per the below:
Swinging Circle (nm) = LOA (m) + Length of Chain (m)
1852

Safe Distance from Other Ships, Shallows, and Other Facilities

The following shall be considered when assessing the area which may be needed while
restoring manoeuvrability by using the main engine/rudder/bow thrusters if the anchor drags.
1. A radius of swinging circle - A circle with a radius of minimum required length of anchor
chain + the ship’s LOA
2. The speed of dragging anchor under wind pressure force- This is approximately 3 to 4
knots.
3. Required time to weigh anchor - In general, an anchor cable will be retrieved at a rate of
about 9m/min. To retrieve 1 shackle takes about 3minutes.
4. Required time to prepare the main engine for use - To have the main engine on standby
beforehand, if dragging anchor is predicted.
5. The required time to attain sufficient propelling speed when restoring manoeuvrability
after the vessel has been forced to leeward with the wind on the beam.

09.3.20 DRAGGING OF ANCHOR

Accidents involving ships lying at anchor usually occur in the form of dragging anchor and
drifting without anchor holding power followed by collision and/or grounding/stranding. The
basic way of preventing such accidents is as follows: -

09.3.21 ANCHORING PRACTICES

1. Keep a safe distance from other ships
2. Keep a safe distance from shallows/other facilities

09.3.22 TECHNICAL FACTORS TAKEN IN CONSIDERATION WHILE LYING AT ANCHOR

1. External forces associated with wind speeds, directions, wave height, wave
period, flow direction and flow velocity
2. Ship type
3. Hull dimensions
4. Draught
5. Trim
6. Understanding the holding power of the anchor system

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7. Quantitative assessment of wind pressure forces

8. Management of the main propulsion systems

09.3.23 PREDICTION AND EARLY DETECTION OF DRAGGING ANCHOR

1. Understand fully the relationship between holding power and external forces
2. To detect dragging anchor by observing the horsing motion
3. To use track display function of ECDIS / RADAR /GNSS

09.3.24 ANCHOR DRAGGING OCCURS IN TWO STAGES.

1. 1st Stage: Swing Dragging -The swinging body of the vessel results in pressure on the
vessel’s lee side. This condition is indicated by the “B” section of following diagram. If
the vessel can detect dragging at this stage, heaving up the anchor and regaining
control of the vessel is relatively easy.
2. 2nd Stage: Pressurized Dragging -The ship’s body is pushed by the wind, resulting
inconstant pressure on the vessel’s lee side. This condition is indicated by the “C”
section of Diagram.
How to detect a dragging anchor
The common ways to detect a dragging
anchor are as follows:
• The ship is not positioned where it
should be.
• The ship’s heading is not directed
windward.
• The ship is receiving wind from only
the starboard side or the port side.
• Anchor cable remains tight even
when the side of the ship receiving
wind changes.
• Anchor cable has unusual vibration /
noise.

3. In addition to the usual methods of checking the vessel’s position by reference to fixed
points described above, early prediction and detection of the dragging of an anchor is
also possible using the ship’s wake indicators in the ECDIS, RADAR and GNSS display.

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09.3.25 THE COUNTERMEASURES TO BE TAKEN AFTER DRAGGING ANCHOR IS DETECTED

1. To weigh anchor and establish manoeuvrability as soon as possible
2. To weigh anchor during the period of the swinging motion
3. Veering an Additional Cable and Use of the Second Anchor
Once a ship starts to be pressed to leeward, inertia increases, and more power is required to
overcome it. At the very early stage of dragging, when the horsing motion becomes apparent,
and before the ship is pressed to leeward with increasing speed, it may be beneficial to veer
more cable, or to deploy a second anchor. Nevertheless, the addition of more cable is not
expected to significantly increase the holding power of the system.

1. Use of Bow Thruster - While dragging anchor and being forced to leeward, the use of
bow thrusters to make the ship come up into the wind may be effective. However, to
be successful, the minimum thruster power must be equal to the wind force on the
bow.

2. Use of the Main Engine and Steering - To maintain a ship’s head into the wind, in
conjunction with large rudder angles, the required power of the main engine is
approximately as follows: -

Wind Speed Engine Order

Steering: Hard 20m/sec Slow Ahead
Over 25m/sec Half Ahead
30m/sec Full Ahead

In rough weather with the vessel rolling, pitching, and yawing, etc., different engine settings
may be needed keeping in mind wave and swell period.

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09.3.26 GUIDELINES FOR VESSELS ANCHORING USING BOTH ANCHORS

Guidelines for Vessels Anchoring using both anchors in areas of narrow channel or bays like the
Mississippi river where there are strong changing winds and tidal reversals:

09.3.27 DROPPING ANCHORS AS WIDE AS POSSIBLE

While anchoring in the river, the vessel should always request the pilot to drop both anchors as
wide as practically possible. Setting the two anchors maximum degrees apart allows the vessel
to swing around a central point. The vessel will pivot and face into the wind or current, whichever
dominates, and will not swing much in the process, keeping the vessel safe from running closer
to the bank.

09.3.28 AVOID ANCHORING CLOSE TO THE BENDS OF THE RIVER

River bends are asymmetric due to obstructions. Hence, the speed of flowing water between
the banks differs. Current is usually slower along the inside bend of a river, faster along the
outside bend. While anchoring in the river, avoid anchoring close to the bends where a sudden
change in current direction or speed will cause excessive yawing. Request the pilot to change
the anchorage if another anchorage is available.

09.3.29 ANCHORING IN HIGH WATER AND HIGH CURRENTS

Anchoring in high water and high currents require awareness and proper monitoring of anchor
position, limitation of equipment, weather, current, wind and riverbed condition as well as local
restrictions in place. Anchoring and mooring equipment must be in good working order and the
crew should be familiar with the limitations of the winches and windlass. During the high river
stage holding tugs may be required to keep the vessel in position. Masters should engage with
the marine superintendent for getting Charterer's approval. In any case, the master should not
hesitate to ask for tugs or pilot services in case deemed required.

09.3.30 POSTING LOOKOUT AND ATTRACTING ATTENTION

Post a dedicated lookout closer to the bank area whenever vessel starts to swing. Blowing of horn
to attract attention of the barges, alerting port control on the dedicated frequencies, contacting
the agent and other parties should form a part of the risk assessment.

09.3.31 READINESS OF MAIN ENGINE AND BOW THRUSTERS

Main engine to be kept ready for use.
Bow thrusters (if available) to be kept ready for use.

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09.3.32 MONITORING OF WEATHER REPORTS/CURRENT INFORMATION

Monitor weather reports. Obtain the current information about river at various stages every
time before the vessel enters the Mississippi River.

09.3.33 CONSIDERATION OF VESSEL’S SWINGING CIRCLE.

If vessel ascertains that the swinging circle is obstructed by presence of unmanned barges or
banks of the river, the vessel should consider the possibility of having a stand-by tug for
assistance. Notice for tugs in emergency, etc. should form a mandate part of risk assessment for
Mississippi transit, berthing and anchoring.
Additionally for Mississippi:
1. Obtain the current information about river stage and draft restriction from the agents
every time before the vessel enters the Mississippi River, additionally review the latest
information on https://rivergages.mvr.usace.army.mil/WaterControl/new/layout.cfm
2. Review the latest updates from the US Corps of Engineer’s website; Navigation bulletins:
https://www.mvn.usace.army.mil/Missions/Navigation/Navigation-Bulletins/
Hydrographic Surveys: https://www.mvn.usace.army.mil/Missions/Navigation/Channel-
Surveys/

09.3.34 MOORING PATTERNS USING ANCHORS

Running Moor: This maneuver takes a relatively short duration compared to the
Mediterranean mooring and offers more control of the vessel. The vessel’s starboard anchor is
let go at a position approximately four to five shackles from the final position of the bow and
around 9 shackles paid out while moving ahead on engines.
Then as she falls astern with the tide the port anchor is let go and the starboard anchor is
heaved onto five shackles. This method restricts the swinging room and reduces the load on
the windlass.
Mediterranean moor: For this type of mooring, a pre-calculated position is determined and
approached using engine movements. The bow initially is made to cant towards the berth and
the starboard anchor is let go in that position.
After this, the engines are run astern, and the port anchor is let go at the designated spot. The
vessel falls astern and swings to starboard. Thus, the vessel is held by both the anchors as it
approaches the quay. Stern lines are then passed. Moorings are kept tight by using the anchor
cables.
The positioning of the vessel is such that mooring is completed with around four shackles on
each anchor. Often tide is used to control the drift of the vessel towards the quay while
positioning it by heaving or paying out on one of the anchors.

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Standing Moor: This is practiced during crosswinds. As the vessel is stopped the port anchor is
let go and with the tide around 9 shackles are paid out. The starboard anchor is let go and
simultaneously port anchor heaved on.
Thus the port anchor is kept on 4 shackles being generally the flood anchor and starboard on
five as it is the ebb anchor. This vessel takes longer duration and provides less control over the
vessel. The load on the windlass is more as compared to running moor.
09.3.35 RECORDS
1. OP-07 – Deck Logbook
2. OP-33 – Master/Chief engineer/Chief officer Order Book
3. OP-08 – Manoeuvring Order Book
4. OP-09D – Navigation- Anchoring Checklist
5. OP-23 Anchor Watch position Log

REFERENCES
Bridge Team Management - Nautical Institute

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10. PILOTAGE AND BERTHING

10.1 PURPOSE

To provide procedures and guidelines to vessels regarding Pilotage and berthing operations.

10.2 PROCEDURES
10.2.1 NAVIGATION UNDER PILOTAGE
Ship's personnel should be trained and familiar with bridge resource management (BRM)

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.

10.2.2 PRE-ARRIVAL INFORMATION

The Master shall ensure that ETA is transmitted to the pilots through agents by mail.
The Master shall request from the port authorities and/or local agent for relevant information,
including:
1. Pilot boarding time and location.
2. Intended route during pilotage.
3. Navigational hazards and local requirements
4. No. of tugs to be used
5. Ballast Water exchange requirements
6. Fuel and MARPOL requirements
7. Security concerns
8. Weather and tidal details.
9. UKC restrictions and Air height restrictions if any.
10. Allocated berth information.
If the vessel is assigned to a different berth as compared to the berth identified in the passage
plan, the Master shall ensure:
1. That the vessel is able to safely navigate to that berth.
2. This information shall be shared with Owners and Charterers.
3. Request for information from the port authorities and / or agents, to amend the passage
plan.

The OOW shall ensure that:

1. ETA is transmitted by VHF and recorded in the Manoeuvring order book.
2. Pilot boarding information including the below is obtained:

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a. Pilot embarkation arrangements (helicopter or launch, ladder, etc.) and requirements

(man ropes, heaving lines, flag, or signals etc.).
b. Pilot boarding speed.
c. Rendezvous position.
d. Wind speed and direction at pilot boarding area.
e. Vessel sequence or convoy details for pilot boarding.

10.2.3 NON-COMPULSORY PILOTAGES

In areas where Deep Sea Pilots are available but are not compulsory, the Master is to carry out
risk assessment and discuss with office. The Master shall determine whether pilotage is
necessary. If considered unnecessary, a clear and justified reason shall be recorded in Deck
logbook and office to be informed.

10.2.4 PRE-ARRIVAL PREPARATION FOR PILOT BOARDING

The OOW shall ensure that:

1. The vessel’s itinerary is shared with the Bridge team and the duty engineer.
2. Communications received from the pilots, port control, tugs and pilot boat regarding the
pilot’s embarkation are shared with the bridge team.
3. Pilot card is prepared which includes details of vessels present condition and defects that
might affect manoeuvrability, if any.
OOW shall ensure that the following is prepared for boarding, disembarking or transfer of pilot:
1. Pilot ladder/combination as per SOLAS regulation V/23 and at requested height above
water line
2. Safe access to deck
3. Adequate over side spotlight and deck lighting
4. Heaving line
5. Lifebuoy with a self-igniting light
6. A deck officer with a radio must supervise the rigging, boarding and disembarkation of
the Pilot.
The Master shall ensure the following:
1. That the composition of the bridge team is such that the safety of navigation is not
compromised, during the embarkation and disembarkation of the pilot.
2. Speed of the vessel for pilot boarding is as per the Pilots request and in compliance with
passage plan.
3. Sufficient time for Master Pilot information exchange (MPX).

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4. Approach the Pilot boarding point at a safe speed only after ensuring that the vessel has
a wide berth from all navigational hazards.
5. The Master shall suspend the approach to the Pilot Boarding point if there are any
concerns with the safe navigation.
6. Review any changes to the pilot boarding point as requested by the pilot or port control.
The Master shall consider the following before making the decision to approach the
amended boarding point:
a. vessel’s proximity to all navigational hazards, including traffic density.
b. weather condition,
c. vessel’s manoeuvring characteristics, and
d. availability of sea room for the vessel to abort the passage.
7. Master and Chief Engineer shall ensure that full range of propulsive power is available on
short notices, on demand by the pilots.
8. Chief engineer shall confirm to Master that any programme that would limit the response
to engine orders can be overridden immediately.

For safety of navigation during pilotage Master has the discretion to override any load
limiting programme or automatic acceleration limiting programme

10.2.5 PILOT BOARDING BY HELICOPTER

The Master shall ensure that the OOWs and crew are trained to the operating standards
contained the latest edition of the ICS booklet “Guide to Helicopter / Ship Operations” before
being involved in helicopter operations.
Drill and Training Planner includes the requirement to carry out exercises in helicopter
operations

The Master shall ensure that:

1. Personnel transfer is conducted by the helicopter landing on the deck or the winching
area of the vessel.
2. All requirements are compiled in accordance with the HSM – Marine Helicopter
operations.
3. Checklist “Helicopter Operations, {OP-04}” is complied with.
4. Initial radio contact with the helicopter is established and agreed on following:
a. Communication channels to be used during helicopter operations.
b. Rendezvous position and time.
c. Direction of apparent wind for helicopter’s approach.
d. The number of helicopter sorties that have been scheduled.
e. The nature of cargo or number of passengers to be transferred.

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f. "Restricted in ability to manoeuvre" signal by day or the lights by night to be

displayed.
g. Confirmed to the helicopter pilot that the vessel has complied with the Helicopter
Operations Safety Checklist.
5. When the helicopter is on the way to the vessel:
a. All other operations on deck shall cease until it is considered safe to resume.
b. Monitor the helicopter approach on the radar display.
c. The deck party should remain clear of the operating area until the helicopter has
landed.
The Master shall engage with the Helicopter crew to ensure that it lifts off and departs from
the vessel safely. The Master shall give due consideration to wind speed and direction and
the proximity of other vessels or navigation hazards when finalising the departure of the
helicopter.
10.2.6 PILOT ONBOARD
Where possible the Master should consider stopping the engines while the Pilot is climbing the
pilot ladder until the Pilot is safely on the vessel.
Once the Pilot boards the vessel, the Master Pilot information exchange (MPX) shall be carried
out with the following information:

1. The vessel’s heading, speed, rudder and engine status and maximum draft
2. Vessel’s dimensions, manoeuvring characteristics, or any unusual handling
characteristics.
3. The passage plan and the circumstances when it may be necessary to deviate from the
plan.
4. Deviation if any shall be included in the passage plan and discussed with bridge team.
5. Changes to the plan should be agreed and changes to individual bridge team
responsibilities made before pilotage begins
6. Updates on local conditions such as weather, depth of water, tides and tidal streams
7. Traffic conditions
8. Berthing arrangements including the use, characteristics and number of tugs, mooring
boats, mooring arrangements, and other external facilities
9. Contingency plans
10. Specific concerns as regards navigational equipment, if any.
11. Formal confirmation of the working language.

Any defects with the navigation equipment or that affects the manoeuvrability of the
vessel, should be verbally reported to the pilot, and recorded in the pilot card.

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The Master (or the delegated Deck Officer) should additionally provide input during the
Master-Pilot Exchange (MPX), ensuring the Pilot is made aware of all relevant information.

1. The ECDIS type, make and model

2. The ENCs and updates available and applied to the ECDIS for the port and approaches
3. Any local warnings held onboard
4. Backup procedures and method.
5. Feeds available on the ECDIS.
6. Limitation of ECDIS.

Pilot shall be provided with a completed Pilot card {OP-02} and it is signed by both the Pilot and
Master. The OOW shall make a suitable entry in the Manoeuvring Order Book regarding MPX.
Where the Pilot refuses to sign the exchange card, the OOW shall record this in the
Manoeuvring Order Book.

The Bridge team shall consider that the Pilot is an advisor to the team. The master's
and OOW obligations shall not be relieved due to any error made by the pilot.

Master

Ultimate responsibility for the safety of the ship

Engine room team

Responsible for machinery OOW

readiness, execution of
Pilot
Responsible for managing
bridge orders. Accountable
the bridge team and Directs the navigation of
for the safe operation of
accountable to the Master the ship, Supported by the
machinery
for the safe navigation of bridge team.
Coordinates with bridge
the ship.
team incase of any
concerns

Helmsman
Look-out
Acknowledges and
An all round look-out by
executes steering
sight and hearing,
instructions from the OOW
reporting all sightings and/
(or pilot).
or sound signals to the
Advises the OOW of any
OOW (and pilot).
steering concerns.

Vessel
Port Mooring Line Other
traffic Tugs
Control boats handlers pilots
services

The above figure is an example of how the Pilot would advise and support the bridge team

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Ensure that the Pilot does not operate the Main Engine, Steering gear and bow and/or Stern
thrusters.

The Master and the Bridge team shall monitor the Pilot’s advice throughout the vessel’s
passage. The team shall also consider the following:
1. Managing the volume of information flow.
2. Identify potential close quarter situations and avoiding actions taken.
3. Identify navigational hazards as early as possible.
4. Monitoring the planned route to compare with the route taken by the pilot.
5. Monitor the activities of tugs and shore mooring gangs.
6. Avoid any distractions and maintain focus on safe navigation
7. Continue with their respective roles. In particular:
a. The lookout shall continue reporting to the Pilot via the OOW.
b. Respond to all instructions including engine, thruster and helm orders.
c. The helmsman shall report any irregularities while steering such as sluggish
response, or loss of helm.
10.2.6.1. IF AN ADDITIONAL PILOT BOARDS:
1. MPX shall be carried out with all Pilots
2. Role of each Pilot shall be understood by the bridge team

10.2.6.2. THE OOW SHALL SUPERVISE:

1. Pilot’s use of VHF, AIS, signalling equipment, ECDIS and Radar
2. Assess any changes to the ECDIS or Radar as required by the Pilot.

10.2.6.3. IF THE MASTER HAS A COMPLAINT AGAINST A PILOT OR PILOTAGE SERVICE:

1. A brief, formal, and courteous complaint is to be made to the appropriate Pilotage
Authority.
2. A copy shall be sent to the Company.

In the event of an accident occurring whilst a Pilot is on board, any written or verbal
statement exonerating the Pilot from responsibility for such mishap shall not be given by
the Master.

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10.2.6.4. BERTHING OPERATIONS

The Master shall abort the berthing operations under the following conditions:
1. Under Keel Clearance (UKC) not in compliance, unless:
a. A risk assessment has been undertaken,
b. Mitigations measures implemented.
c. And approved by the marine superintendent.
2. Insufficient space at berth including turning basin (if required).
3. Weather conditions not suitable for safe berthing / unberthing operations.
4. Berth not suitable for size of the vessel (Bow / Stern over hanging the berth).
5. Poor visibility.
6. Insufficient tugs
7. Any other circumstances where the Master believes that the vessel or its crew may be
in danger
The number of tugs, their operation, capabilities, and their limitations should form part of the
MPX and be understood by the bridge team.
Master shall be the final judge of tug requirements and under no circumstances shall the safety
of the vessel be compromised. If safety considerations arise due to non-availability of tugs to
the vessel before a critical point in the manoeuvre (as discussed in the MPX), Master has full
right to abort the operation take all necessary steps to ensure safety of the crew, cargo and
vessel. If tugs assistance is not enough, the Master shall report to the Marine Superintendent.
Where the tugs to be used as standby or for pushing, the Master shall decide that based on
Pilot’s advice while ensuring the vessel’s safety.
Communications between the pilot, tugs and mooring boats should be monitored and checked
by the bridge team, particularly if not in English or the working language of the ship. Any
concerns should be reported to the Master and pilot.
Tugs and mooring boats should not be endangered by the actions of the ship, especially when
making fast or letting go.

10.2.6.5. WHEN THE VESSEL IS OPERATING WITH TUG ASSISTANCE, THE MASTER SHALL
ENSURE THE FOLLOWING:
1. The vessel’s speed is to not exceed 6 knots over the ground when tugs are to be made
fast at the bow.
2. The duty officer checks with the bridge before lines are passed to or taken from tugs.
3. The duty officer confirms that the tugs have suitable fenders before making fast.
4. Tugs are pushing at designated strong points which are indicated by markings on the
shipside or on deck.
5. That propeller or thruster clear of towing lines, and to inform the Bridge when the
towing line could obstruct them.

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6. The Pilot informs the tugs to switch off their radar systems when approaching the
vessel.
7. The deck crew stays clear off the towing gear which can become taut without warning.
8. The duty officer to check the quality of the towline before making fast and inform the
Master if there are suspicions over its quality.
9. When letting go, no attempt should be made to heave in the messenger to release the
tug before making positive communications with the tug.
The Master shall ensure that a safe approach speed and lateral berthing speed is maintained to
ensure safety of vessel and the berth.

10.2.6.6. INTERACTION
Bridge team must know the interaction effects on draft, manoeuvrability, and wave
generation in restricted waters and approaches.
Vessels wash or wake in confined waters can cause damage to other vessels at berth,
small craft and the shoreline.
To avoid such damage, ensure the following:
1. Proceed at safe speed complying with regulatory speed limits
2. Reduce the speed gradually in good time
3. Monitor the speed and inform Master and Pilot in case of any non-compliance

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10.3 GUIDELINES
10.3.1 PILOTAGE
The Bridge team shall comply with IMO resolution A 285 (VIII) which states as follows:
Despite the duties and obligations of a Pilot, his presence on board does not relieve the Officer
of the Watch from his duties and obligations for safety of the ship. He should co-operate
closely with the Pilot and maintain an accurate check on the vessel’s position and movements.
If he is in any doubt as to the Pilot’s actions or intentions, he must seek clarification from the
Pilot and if doubt still exists, he is to notify the Master immediately and take whatever action is
necessary before the Master arrives.

10.3.2 PROTECTION & INDEMNITY CLUBS RECOMMEND THE FOLLOWING WHEN THERE IS A
NAVIGATION INCIDENT WITH PILOT ONBOARD:
1. Never give an opinion, especially in the accident report, as to who or what was
responsible.
2. Never allow crew members to express opinions. Stick to the facts
3. Never admit liability, either verbally or in writing.
4. Never sign a document that you know contains incorrect information
10.3.3 PILOT BOARDING
Where possible the Master should consider stopping the engines while the Pilot is climbing the
pilot ladder until the Pilot is safely on the vessel. This is done in order to avoid the pilot coming
in contact with a rotating propeller, in case of an accident, where pilot falls of the pilot ladder.

10.3.4 USE OF TUGS

1. Masters must closely liaise with the pilots and discuss the passage plan and berthing plan
with the pilots. A better understanding of the pilot’s intentions goes a long way in
deciding the tug requirements.
2. In some ports, the pilot may insist on more than required (compulsory) number of tugs.
If in the master’s judgment the extra tug is not necessary in the prevailing conditions and
circumstances and when faced with such circumstances, the master must discuss the
matter with the Pilot.
3. If the Pilot gives a good reason for the extra tug, or is adamant about it, then same to be
accepted to avoid a conflict / confrontation with the Pilot.
4. Master must log the same in the movement log and later at the earliest convenience
report the same to office, charterers/operators, and port agents.
The decision for the number of tugs / total bollard pull may be guided by the following
formula and pilot’s advice:
Required Bollard pull= {Vessel displacement x 60} + 40 (tons)

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100000
5. It should be noted that tugs have certain operating limits and that, particularly in berths
subject to waves, these limits are likely to be exceeded. For instance, experience has
shown that tugs that are in general use lose significant efficiency in controlling vessels in
wave height of 1.5m or more, primarily because of tug motions.
6. When making fast tugs using tug's line onto ship's double bollards by belaying figure-of-
eight at the base, the SWL marked on the bollard is the maximum permissible
load. However, when using tug’s line with single eye, the SWL of bollard can be doubled
thereby allowing increased maximum permissible load.
7. When letting go, no attempt should be made to heave in the messenger to release the
tug before making positive communications with the tug. This should be done by the
vessel’s master or pilot and once the tug has indicated that it is ready to receive the tow
back, the instruction to release must come from the vessel’s master. The tug’s messenger
should be used to heave in the towline and then stopper it off before taking the eye off
the bollard. Use turns of the messenger around the bollard to control the speed at which
the towline goes out and is retrieved on board the tug. This is particularly important aft
where the towline, if it goes into the water, may foul the tug’s propellers. If the towline is
allowed to run out uncontrolled, it could whiplash and strike a crew member, causing
severe injuries. No attempt must be made to handle towlines that have weight on them.

10.4 RECORDS

1. OP-07 – Deck Logbook

2. OP-08 – Manoeuvring Order Book
3. OLB – Official Logbook
4. OP-21 Position and echo sounder Log

10.5 REFERENCES

1. Bridge Team Management - Nautical Institute

2. Bridge Procedure Guide (ICS)
3. ICS booklet “Guide to Helicopter / Ship Operations

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11. BRIDGE EQUIPMENT

11.1 PURPOSE
To outline the procedures for using and maintaining the Navigation equipment’s.

Performance and efficiency of all Navigational equipment shall be constantly

monitored and checked as per PMS and daily tests checklist. The Master
shall be advised immediately if any malfunction of Bridge equipment is
suspected.

These procedures shall apply to all Navigation equipment’s, installed on vessels.

Maintenance of the equipment’s shall be carried out as mentioned in the maker’s
manual or as defined in the PMS.

11.2 PROCEDURES
The bridge team shall have a thorough understanding and familiarization of the
Navigation equipment with regard to:
1. Operation.
2. Capabilities and limitations.
3. Safety features.
4. Response procedures in case of equipment malfunction or failure (NM 11.27).
5. Managing software and updates.

Ship specific Bridge equipment operations guide shall be prepared as per

guidance provided in the Appendix 8

Bridge equipment operations guide shall be kept updated at all times and used for
familiarisation of bridge team.

11.3 CLOCKS
• At Sea, ships clocks shall be checked and synchronised daily.
• They should also be checked and synchronized when engines are put on standby
for manoeuvring.

No further clock alterations shall be made during periods when engines are
on standby.

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11.4 RADARS/ ARPA

The OOW shall:
1. Make full use of radar at all times.
2. Understand the differences between X-Band (3cm) and S-Band (10cm) especially
impact of environmental conditions on the performance of each type.
3. Keep X-Band Radar “ON” at all times while at sea.
4. Ensure that range scales employed are changed at sufficiently frequent intervals
so that echoes are detected as early as possible.
5. Ensure that updated shadow sectors are be recorded and displayed adjacent to
the radar display. Blind sectors of the Radar shall always be referred to,
particularly Astern.
6. Check the heading marker each watch for accuracy within 1 degree of the vessels
heading and must be aligned as soon as practicable.
7. Be familiar with inter-switching arrangements to change radar displays between
X-Band and S-Band transceivers.

For collision avoidance information to be accurate, vessel’s speed must

be ‘through the water’ and not ‘over the ground’.

AIS overlay information on the radar shall never be used for collision
avoidance.

8. Ensure CPA/TCPA and BCR alarm limit shall be in accordance with the Master's
Standing orders.
9. Radars performance to be checked as per makers recommendations. If not
specified by the manufacturer, it must be checked before the vessel proceeds to
sea and during takeover of navigation watch whilst the vessel is at sea. Brief
details of these checks are to be entered in the Deck Logbook. Reference Values
to be obtained from the maker’s manual.
10. Be aware of the dangers of using excessive sea or rain clutter which can
obliterate small or weak targets. When in use, regular checks must be made to
ensure that the use of anti-clutter is not excessive.
11. Magnetron shall be replaced as per the manufacturer’s instructions and its
details should be recorded in the PMS.
12. Depending on requirement and interface provided one or more RADAR is
connected to vessel’s VDR. Bridge team must identify, and mark RADAR (s)
connected to VDR.
13. Keep in mind that small vessels, ice and other floating objects, e.g. containers,
may not be detected by the radar.

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11.5 STEERING CONTROLS AND AUTOMATIC PILOTS

1. Hand steering & NFU shall be tested each watch during takeover of navigation
watch. Time and position of this test shall be logged in the deck logbook.
2. All changes of steering mode are to be supervised and recorded by the OOW.
3. When the autopilot is engaged it is important that the OOW ensures the yaw
and rudder options are set and adjusted as necessary.

The use of autopilot is not recommended when navigating in areas with high
traffic density, narrow channels and traffic separation schemes and other
restricted waters.

4. Clear Instructions shall be posted at the steering console describing the

changeover procedures from auto to manual steering, emergency steering and
additionally to all follow up systems and vice versa. Master to ensure that all
Bridge Team members are aware of this switch over procedure.
5. Emergency steering shall be tested:
a. Every three months
b. After any work has been carried out on the steering gear
c. As per CFR 33, 164.25 before entering USA waters

11.6 TESTING OF STEERING GEAR

OOW shall comply with checklist {OP-09C} and the duty engineer present in the steering
flat, while testing the steering gear. The OOW shall ensure the following:
1. Follow the maker’s recommendations on testing the steering gear on that
vessel.
2. Test of primary and secondary steering through full range of movement. Record
time of 35 degrees rudder angle from one side to 30 degrees rudder angle on
the other side.
3. Test of primary and secondary control systems.
4. Test of systems with all steering gear motors
5. Operating on NFU where the system is designed to function in this mode.
6. Verification and synchronisation of bridge and steering gear rudder angle
indicators.
7. Test of all alarm systems for the steering gear and indicators in wheelhouse and
ECR.

A detailed entry quoting the SOLAS regulation (Chapter & regulation) must be
made in the Maneuvering order book after this test.

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11.7 OFF COURSE ALARM

1. The alarm should always be in use when the autopilot is in operation.

2. To be set as per guidance in Bridge Alarm Matrix (Poster 33)
3. The off-course limit settings should be checked every time the auto pilot is put
into operation and adjusted as per the weather and sea conditions.

11.8 COURSE RECORDER

1. Course recorder, where fitted shall be run continuously while the vessel is
underway and at anchor. It may be switched off at berth.
2. The time scale is to be set to UTC on a daily basis and prior stand by.
3. The OOW is responsible for ensuring that the course recorder is properly set up
for UTC, comparison of heading with master gyro.
4. After carrying out the checks, Paper shall be marked with date/time, initialled by
OOW:
a. Each day at noon
b. Commencement and end of Sea passage.
c. Each time switched on and switched off
5. Sufficient spare paper rolls shall be carried on board.
6. In case of paperless system, backup for the voyage shall be stored in the server.

11.9 COMPASSES
11.9.1 GYRO COMPASS
The gyrocompass shall be run continuously. Should it stop for any reason, it must be
restarted in accordance with manufacturer’s instructions then checked before use to
ensure it has “settled” and is reading correctly.
Latitude and speed corrections must be applied, where necessary by a designated
officer.
The gyrocompass is to be serviced according to the recommendations in the maker’s
instruction manual. Where two gyros are fitted, a change-over procedures must be
posted.
OOW shall check for the following:
1. Repeaters Synchronisation with the Master gyro at least once a watch.
2. Monitor gyro error and record in the compass error log. If error is unobtainable
then this fact shall be recorded in the deck logbook.
3. Comparison with the Magnetic compass
4. At sea, Gyro compass repeater at emergency steering position should be
checked weekly.

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The OOW should be aware of gyro compass errors by reduced horizontal force in polar
latitudes, such as+/-70 degrees north or south.

If the Gyrocompass is found to be malfunctioning or unreliable, the OOW

must immediately revert to hand steering using Magnetic compass until such
time as the fault is corrected and the gyro is fully settled and tested.

11.9.2 MAGNETIC COMPASS

1. The performance of Magnetic Compass shall be monitored, and deviations
recorded in Compass Error Log at least once every watch and also shortly after a
large alteration of course (more than 20 degrees).
2. Vessel shall be swung once a year by the Master and a deviation card prepared
3. The magnetic compass shall be properly adjusted, and its table or curve of
residual deviations shall be available at all times. The Magnetic Compass
adjustment must be made by a duly authorized compass adjuster in following
cases:
a. They are first installed or replaced,
b. They become unreliable,
c. The ship undergoes structural repairs or alterations that could affect its
permanent and induced magnetism
d. After a long layup,
e. Electrical magnetic equipment close to the compasses is added, removed, or
altered,
f. The compass shows physical defects
g. Deviation exceeds five (5) degrees taking into account the variation of the
place and the method used.
h. If a period of 2 years has elapsed since the last adjustment and the records of
compass deviation book has not been maintained
i. Some flags require the compass to be shore adjusted in a specific period (Eg
Malta :3Y). In such cases flag rule shall be adhered to.
4. OOW shall record compass error and deviation every watch. If error is
unobtainable, then this fact shall be recorded in the deck logbook.

Spare magnetic compass, if available, shall be stowed in an inverted position and must
be bubble free. Spare magnets and spare radar magnetrons should be stored away from
the magnetic compasses.

For vessels fitted with a Transmitting Magnetic compass (TMC), a weekly test
routine (only in open seas and due consideration to traffic density) of Auto
pilot on TMC shall be carried out and logged.

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11.10 ECHO SOUNDER

The echo sounder shall be used whenever appropriate, and in all cases:
1. When making landfall
2. Prior approaching coastal water/shallow waters, restricted waters and
approaches.
3. When crossing 100 meters contour
4. When navigating in unreliable charted depths

UKC must be recorded, when navigating in depths less than 50 Meters

The OOW shall ensure:

1. To monitor the UKC when at anchor and while alongside.
2. That echo-sounder shall be used in a mode such that it always displays the UKC
and not the total depth of water.
3. That correct transducer is selected as per vessel’s condition, if the vessel is
fitted with forward and aft transducers.
4. That the recorder paper is to be clearly marked with the date, time, range and
initialled at the instant of starting and stopping.
5. Used recorder rolls are retained onboard for a minimum period of three years.
6. Whenever the ship’s position is established or verified with the aid of
soundings, the particulars are to be recorded in the position / echo sounder
Logbook.
7. Sufficient paper rolls and spare Stylus are carried on board at all times. If the
vessel is fitted with digital echo sounder, sufficient backup arrangement shall
be available as per maker’s recommendation.
8. Performance of the echo sounder is tested on all ranges and scales and also
verified against depths shown on the chart. The depths obtained from Echo
sounder and the depths shown on the chart shall be recorded in the position /
echo sounder logbook.

Echo-sounder alarm must be set as per UKC calculation sheet.

11.11 AUTOMATIC IDENTIFICATION SYSTEM (AIS)

1. AIS shall always be in operation except where international agreements, rules or
standards provide for the protection of navigational information.
2. Any request received from external parties to switch off AIS should be checked
for reasons and confirmed with Marine Superintendent before complying.

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3. Actions of this nature should always be recorded in the deck logbook together
with the reason for doing so.
4. If the AIS is not interfaced with either a radar or electronic chart display, it
should be positioned adjacent to one of them.
5. OOW shall ensure that the vessels dynamic data is always updated on the AIS
and the destination field shall be input as per the UN/LOCODE (Refer ALRS Vol.6
for UN/LOCODE’s).
6. The OOW shall verify that the feed can be switched to the inbuilt GNSS/GPS
unit, even if the feed is from GPS.

11.11.1 SECURITY W.R.T AIS

1. Refer to the Ship Security plan.
2. AIS shall be kept switched on and operational at all times except where
international agreements, rules or standards provide for the protection of
navigation information.

11.11.2 AIS AS AN AID TO NAVIGATION

The purpose of AIS is to:
1. Help identify vessels,
2. Simplify information exchange (e.g., reduce verbal mandatory ship reporting)
3. Provide additional information to assist situational awareness.
4. Improve the quality of the information available to the OOW.
5. Broadcast maritime information.

AIS is an aid to navigation and shall never be used for collision avoidance.

11.11.3 ADDITIONAL REQUIREMENTS FOR TANKERS:

When alongside a terminal or port area where hydrocarbon gases may be present,
1. The AIS should either be switched off or
2. The aerial should be isolated, with the AIS connected to a dummy load,
3. The low-power option should only be considered when local requirements do
not allow the AIS to be turned off or at SPMs
Port and ISGOTT requirements shall always be complied with

11.12 MAIN PROPULSION CONTROL SYSTEMS, BRIDGE CONTROL SYSTEMS AND

ENGINE ROOMS OPERATING UNDER UNMANNED CONDITIONS
1. The Master shall ensure that the OOW are familiarized with:

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a. The override mechanisms for the bridge control programmes which limit or
control rpm changes
b. Procedures to transfer control to the engine room in an urgent situation.
c. Operation of main propulsion machinery control systems including all
overrides and emergency operating procedures Manual Control etc
d. Vessel’s manoeuvring characteristics

New joining deck and engine room officers must receive this familiarization
from a senior officer as part of their familiarisation training and shall not be
actively involved in any manoeuvre until this has been completed.

2. The Master shall ensure that proper instructions for the operation of the main
propulsion and emergency machinery are posted on the bridge and in the
engine control room. Where operation of any control e.g., Emergency override
of the main engine could have serious consequences in the event of incorrect
use, then this must also be clearly stated
3. Testing of emergency overrides, emergency stops, and local control machinery
shall be logged in the deck logbook.

11.13 NAVIGATION LIGHTS, SHAPES, DAYLIGHT SIGNALING LAMP AND SEARCH

LIGHTS
1. OOW must be aware of the:
a. Procedures for testing navigation lights, alarms, light controller panel and
actions in event of failure. Procedures for test must be displayed on the
bridge.
b. Procedure to operate navigation light on main and emergency power
supply.
2. Where local regulations require special lights to be exhibited, arrangements
shall be made in ample time to ensure that approved lights are available to meet
such regulations.
3. Navigational shapes (Three balls, one cylinder and one diamond) shall be
maintained as per COLREGS and checked weekly.
4. Daylight signalling lamp:
a. Must always be kept in a good working order. It should work on both
battery and mains power.
b. It should be provided with a portable battery with a complete weight of not
more than 7.5 kg.
c. The portable battery should have sufficient capacity to operate the daylight
signalling lamp for a period of not less than 2 hours.

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d. Each daylight signalling lamp should be provided with at least three spare
lamps.
e. Should be inspected by the OOW at regular interval to ensure effective
performance
5. Search lights shall always be ready for immediate use. Shall be kept covered
when not in use and tested periodically.
6. Additionally, if the vessels are fitted with LED Navigation lamps and the
navigational light controller the following points are to be taken into
consideration
a. Use LED lamps only within the lifespan specified by the manufacturer to
maintain the necessary luminous intensity or replace them if an alarm
indicates reduced luminous intensity.
b. Keep detailed records of installation dates and periodic checks for LED
navigation lights.
c. Ensure adequate spare lamps are onboard that meet the manufacturer’s
specifications for luminosity, wattage, focal plane, etc.
d. Maintain an up-to-date inventory of spare navigation light lamps and verify
they meet the manufacturer’s specifications for luminosity.
e. Regularly test LED navigation lights to verify operational efficiency and
adherence to regulatory standards.

11.14 SPEED LOGS

1. Speed logs shall be in operation at all times and regularly checked for errors.
2. During watch, frequently check the speed/ distance log input to the ARPA or
other navigation equipment
3. Readings of distance through the water shall be logged in the deck log at the
end of each watch when logging ship’s position and when the course or speed
are changed.
4. Periodic tests and checks of the accuracy and/or functionality of the speed and
distance measuring device must be verified and recorded in PMS.

11.15 MANOEUVRING CHARACTERISTICS

A “poster” showing the vessel’s manoeuvring characteristics shall be prominently
displayed in the wheelhouse to comply with IMO/USCG requirements.
The manoeuvring characteristics of a vessel may change when the vessel is retrofitted
with any one or more of the below measures, after delivery from yard –
1. EPL or SHaPoLI to comply with EEXI requirements applicable to the main engine
2. Energy Saving Device such as new design propeller
3. Mechanism for permanent derating of the main engine.

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In such cases, it may be necessary to amend the original wheelhouse poster displayed
at the Bridge. For detailed guidance regarding this matter, reference is made to Ch 3
(Air Emissions Management) of the EEMS Manual.

11.16 LONG – RANGE IDENTIFICATION AND TRACKING SYSTEMS (LRIT)

Ships shall automatically transmit the following on LRIT:
1. The identity of the ship.
2. The position of the ship (latitude and longitude); and
3. The date and time of the position provided.
All navigating officers should be aware of the equipment’s location and function .
Switch off LRIT only if permitted by flag state, under the following circumstances:
• In exceptional circumstances and for the shortest duration possible where the
Master considers that the operation would compromise the safety or security of
the vessel.
• When a vessel is undergoing repairs in dry dock, is in port or is laid up for a long
period, the Master may reduce the frequency of the transmission to one
transmission every 24-hour period or may temporarily stop the transmission

Make an entry in the Official Logbook indicating the time and date of switching off the
unit, and when the unit is re-started, and transmission recommenced.
If it is required to shut down, Master should notify local Port State Authorities and
confirm receipt of permission from flag state.

11.17 VOYAGE DATA RECORDER

1. The purpose of a Voyage Data Recorder (VDR) or Simplified Voyage Data
Recorder (S-VDR) is to store (in a secure and retrievable form) information
concerning the position, movement, physical status, command, and control of a
vessel over the period leading up to and following an incident having an impact
thereon.
2. This information is for use during any subsequent investigation to identify the
cause(s) of the incident.
3. Dedicated reserve power source means a secondary battery, with suitable
automatic charging arrangements, dedicated solely to the VDR, of sufficient
capacity to operate it for a period of 2 Hours.
4. The VDR/SVDR equipment installed should be in accordance with Resolution
MSC.333(90) that provides the performance standards of shipborne VDRs.
5. Master shall ensure that:
a. All duty officers are familiarized with:
• VDR/SVDR (as part of deck officer’s familiarization checklist)

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• With downloading and playing the data.

b. Ship specific procedure is made and posted close to VDR and is also available
in the PMS.
c. Annual testing of VDR/SVDR is carried out by the manufacturer or by a
person authorized by the manufacturer. The records shall be maintained with
the Master.
d. Reference is made to the manufacturer’s instructions.
6. During navigational watches, OOW shall regularly monitor the VDR status. If any
alarm is present, it should be attended to immediately. If the fault cannot be
rectified, office should be informed.
7. VDR-linked radar should reflect the current navigation of the ship.

Master must save and back-up S-VDR information for evidence and investigation
purposes in following circumstances:
1. In case of any extraordinary navigational or other maritime occurrence /
incident /near miss
2. In case of abandonment of the vessel, if time and circumstances permit, without
risk to life and safety
3. When Master deems necessary that, S-VDR information would aid in incident
Investigation.
4. When instructed by the office

Any disclosure of VDR information should be carried out only as per

company’s authorization.

11.18 BINOCULARS, SEXTANTS AND AZIMUTH CIRCLES

Binoculars, sextants and azimuth circles, when not in use, must always be kept in good
working order and stowed in designated boxes or racks. These items are to be regularly
cleaned to remove salt deposits and examined to detect damage. On arrival in port,
they should be locked away by the Second Officer

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11.19 BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS):

1. BNWAS shall be tested at least once in a week or as per Flag requirements.
2. BNWAS shall be kept ON at all times, when underway or at anchor as per the
below:

Mode of Operation When to be used

At all times except when vessel is alongside, in dry dock or
Manual ‘ON’ repair facility
Manual ‘OFF’ Vessel is alongside, in dry dock or repair facility
Auto Not to be used

3. Master shall ensure that the system cannot be tampered by the OOW. The key
or the password shall be in Master’s possession only.
4. Interval for alarm shall be set by Master based on expected traffic density and
visibility.
5. Times of switching on and switching off BNWAS shall be recorded in the
movement book or the deck logbook.
6. In case Stage 2 alarm is activated back up navigating officer shall proceed to the
bridge and investigate the reason for Stage 2 alarm. If required, take over
navigation watch and inform Master.
7. In case Stage 3 alarm is activated all bridge team members shall proceed to the
bridge and investigate the reason for Stage 3 alarm

11.20 GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)

1. A multi GNSS receiver can switch between various GNSS systems operated by
various countries, such as:
i. GPS (USA)
ii. GLONASS (Russian Federation)
iii. GALIEO (European Union)
iv. BEIDOU(China)
2. All vessels shall have two working GNSS onboard.
3. Keep the GNSS referenced to WGS -84 datum.
4. Position (HDOP) value should be posted next to the GNSS and the correct setting
should be regularly checked. When a position fix is taken from a GNSS unit, it
should be verified that the unit is not giving a DR position.
5. All OOW’s should be familiar with the equipment operating handbook and the
guidance given in ALRS.
6. GNSS generally have a base accuracy in the order of15-25 metres. Differential
GNSS receivers offer greater navigational accuracy by applying corrections
received from ground-based reference stations.

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7. To compare the accuracy of the vessel's track, it is considered prudent to input

the route and cross-track distance (XTD) into the GNSS receiver for monitoring
the passage plan, as this also serves as an independent method of passage
monitoring.
8. Vessels with an inter-selector switch for GNSS/GPS units, used to feed GNSS/GPS
information into ECDIS, Radar, and AIS, must ensure that the feed can be
enabled from both GNSS/GPS units.

It must be borne in mind that GNSS positions are also not free from errors
and should not be fully relied upon. The manufacturer's operating
handbook shall be consulted to ensure that proper corrections are applied.

11.21 INDICATORS
1. All indicators should be readable from the conning position.
2. Indicator repeaters on bridge wings or consoles should be fully operational and
compared for accuracy.
3. Dimmers should be fully operational.

11.22 ENGINE DATA LOGGERS

1. Where the engine order printer is linked to the master clock system, it should be
maintained on the ship’s time. Else it should be maintained on UTC.
2. The engine order printer (if fitted) should always be in operation. If it fails and is
inoperable, manual recordings should be made.
3. Label the data logger printouts and store them on board permanently.

11.23 SOUND SIGNALLING EQUIPMENT

1. Sound signalling equipment such as whistle/horn shall be checked daily and

tested from different locations
2. Where roller guides and wires operation the whistle, these should be examined
frequently to ensure easy operation.
3. These shall not be tested in restricted visibility of if any vessels are in close range.

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11.24 FLAGS

1. Flags shall be displayed as following,

a. National Ensign: Stern Flagstaff
b. Courtesy Flag: Outer starboard yardarm of signal mast unless country
requires other position.
c. House Flag: Outer port yardarm of signal mast
d. Code Flags: Inner starboard and port yardarm
2. A courtesy flag shall be flown when in the territorial waters of the country
concerned and when approaching pilot stations.
3. Certain countries enforce regulations governing the flying of their national flag
and impose heavy penalties for non-compliance. 3rd Officer shall maintain the
flags and ensure that appropriate courtesy flags relevant to the intended
voyages are available.

11.25 METEOROLOGICAL INSTRUMENTS

Thermometers, hygrometers, barometers, anemometers, and barographs must always
be kept in a good working order and shall be tested periodically. Meteorological
Officers visiting/inspecting vessels in port should be encouraged to calibrate
Meteorological instruments during their visits.

11.26 ALARMS AND ALERTS

1. All alarms and alerts in the bridge shall be set as per ‘Bridge Alarm Guidance
Matrix’ (PSTR-33), which shall be posted on the bridge.
2. The Master shall have the discretion to dynamically amend the settings provided
in the poster depending on the prevailing circumstances and conditions
experienced by the vessel.
3. The OOW shall ensure that all Alerts (Alarms, Warning, Caution) is never
silenced indefinitely or remain unacknowledged.
4. The OOW shall ensure that none of the visible and audible alarm indicators are
covered.

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11.27 MALFUNCTION OF NAVIGATION OR COMMUNICATION EQUIPMENT

Any malfunction or suspected malfunction of bridge equipment shall be dealt with
using the instructions given in the Technical Manual. Following could be a part of the
procedure if any malfunctioning of equipment is detected:
1. Inform Master
2. Increase watch level
3. Change over to hand steering.
4. Manual plotting of all targets in the event of an ARPA failure.
5. Use of Magnetic compass and the need for additional compass errors being
taken, in the event of main gyro failure.
6. Use of alternative position fixing including use of celestial observation in the
event of GPS Failure.
7. Risk Assessment.

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Breakdown of Navigation and Communication Equipment

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11.28 GUIDELINES
11.28.1 AIS
The automatic identification system (AIS) shall be subjected to an annual test. The test
shall be conducted by an approved surveyor or an approved testing or servicing facility.
The test shall verify the correct programming of the ship static information, correct data
exchange with connected sensors as well as verifying the radio performance by radio
frequency measurement and on-air test using, e.g. a Vessel Traffic Service (VTS). A copy
of the test report shall be retained on board the ship.
AIS information may be used as an aid to situational awareness. Once the ship has been
detected, AIS can assist in tracking it as a target. By monitoring the information
broadcast by the target, its action can also be monitored. Changes in heading and
course are for example, immediately apparent, and many of the problems common to
tracking targets by radar, namely clutter, target sweep as ships pass close by and target
loss following a fast manoeuvre, do not affect AIS.

11.28.1.1 AIS AIDS TO NAVIGATION

Information can be shared between ships, search and rescue aircraft, shore stations and
aids to navigation (ATON).
There are two types of AIS aids to Navigation:
Physical
Physical AIS ATON are actual aids to navigation that are fitted with AIS transponders
e.g., navigational buoys and lighthouses.

Virtual
Virtual AIS ATON do not physically exist but are transmitted by a coastal authority and
are generally designed for temporary applications, e.g. the immediate marking of a
wreck, identifying a hazard to navigation or defining an area.
AIS ATON can enhance the safety of navigation via:
1. Providing weather
2. Complementing existing ATON (e.g. lights, RACONs, etc.)
3. Transmitting positions of floating ATON
4. Enabling quick marking of new hazards using Virtual AIS ATON
5. Enabling the establishment of ATON in remote locations
6. Gathering real-time information on the status of an ATON.

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11.28.1.2 SATELLITE-AIS (SAT-AIS)

This system uses satellites to detect AIS signals and allows the AIS to transmit beyond
coastal areas. SAT-AIS technology is available, and several States are currently
developing SAT-AIS systems.
An AIS-SART is detected by AIS but will not appear on radar.

11.28.1.3 AIS AND SAR

Some SAR devices including the Emergency Position Indicating Radio Beacon (AIS-
EPIRB), the Man Overboard device (AIS-MOB) and the AIS-SART can use AIS to send
distress alerts. OOW should be aware on how these are displayed on AIS or on an ECDIS
integrated with AIS.

11.28.1.4 SEARCH AND RESCUE RADAR TRANSPONDER (SART)

A SART is a self-contained emergency device that uses either radar or AIS
technologies.
A radar-SART will indicate a distress situation by creating a series of12 dots on X-band
radar display. To achieve stable reception of a radar-SART, interference
rejection should be switched off

11.28.1.5 LIMITATIONS OF AIS

• Leisure craft, fishing boats, warships and some coastal shore stations including
VTS centres might not be fitted with AIS.
• Transmission of erroneous information implies risk to other ships as well as own
ship. The accuracy of the AIS information received is only as good as the
accuracy of the AIS information transmitted. 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.

It would be prudent for the OOW to assume that the information received from
other ships is not of a comparable quality and accuracy to that which might be
available on the own ship.

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11.29 GNSS
GNSS signals to the vessels are subject to spoofing and jamming
SPOOFING
GNSS spoofing is the provision of GNSS-like signals, transmitted locally and coded to
fool the receiver to think it is somewhere it is not.
A GNSS spoofing attack attempts to deceive a GNSS receiver by broadcasting incorrect
signals, structured to resemble a set of normal GNSS signals.
Also, by rebroadcasting genuine signals captured elsewhere or at a different time.
JAMMING
Jamming is usually caused by interference to the signals at GNSS frequencies.
However, it may also be caused by unintentional means, including space weather or
faulty equipment radiating signals on the L1 frequency and jam GNSS signal reception.
Intentional jamming is designed to overpower the very weak GNSS signals receiver.

11.29.1 ACTIONS TO DETECT SPOOFING & JAMMING

• Actions to detect GNSS spoofing, and jamming should include the use of radar
and ECDIS interlay (overlay or underlay), which are by far the best methods to
identify jamming and spoofing when land is visible on the radar.
• Position verification methods
• Observing significant difference between DR position (position arrived with Gyro
Course steered and distance by speed log) and GNSS fix.
• Observing and verifying by using an echo sounder to compare the depths when
sailing in suitable depth areas.

11.29.2 ONCE DETECTED:

• Manually select a secondary position sensor
• Refer contingency checklist
• Select other GNSS input if provided and use a “GNSS divergence” alarm to check
any marginal difference between positioning sources. Ensure that the datum is
set on WGS 84.
• If a secondary sensor is unable to provide a vessel’s position and no other means
are available to input position fixing, the navigator should select the DR or EP
mode.
• Start to manually plot ship’s position if near to shore and seek greater sea room
if possible.

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• The AIS is likely be affected by a jamming or spoofing attack as well and should
be used with extreme care (this refers to the other ships’ positions that are likely
to be affected by an attack, not the VHF AIS signal).
• If a Handheld receiver is provided, use it with caution to ascertain a fix.

AIS virtual navigation aid position will be correct since the position transmitted
is a true static position and is not derived from GNSS signals.

11.29.3 WHEN THE SITUATION IS STABLE:

1. Check the vessel GNSS position frequently to detect when the service is
available again.
2. Report GNSS disruptions or anomalies.
3. Take note of critical information such as the actual location (latitude/longitude),
date/time, and the duration of the outage or disruption.
4. When possible, provide photos or screenshots of equipment failures during a
disruption to assist analysts with identifying a potential cause.
5. Position fixing by GNSS alone is not acceptable especially in coastal waters
/shallow waters, restricted waters and approaches.
6. GNSS is referenced to WGS84 and it is strongly recommended that the GNSS
receiver is maintained referenced to that datum.
7. In addition to the regular position fixing, it is a good practice to record the
position at every change of watch and at every alteration of course.
8. Upon joining the vessel, the OOW should make himself well familiar with the
operation of GNSS/GPS which include entering /storing waypoints, route
planning, activating route, Alarm setting.
9. Limitations of Cross track alarm, Way point approach alarm and Anchor alarm
should be clearly understood.
10. Whenever the passage plan is amended, the new waypoints have to be re-
entered in the GNSS/GPS .
11. Position from one GNSS/GPS should be cross checked with second GNSS/GPS
and logged down once every 4 hours in the Position / Echo sounder log.

11.30 GNSS COMPASS

A GNSS compass provides an alternative to a gyro compass as a non-magnetic
transmitting heading device able to give heading data to AIS, radar and ARPA. A GNSS
compass or equivalent is required on ships navigating in polar waters at latitudes above
80 degrees.

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11.31 SPEED LOGS

Logs can be either single-axis and measure speed in the fore and aft direction
(longitudinal), or dual-axis and measure fore and aft (longitudinal) and also
athwartships (transverse) movement. When connected to ROT data, dual-axis logs can
also calculate the speed and direction of movement of the bow and stern.

11.32 UPDATING SHIPBORNE NAVIGATION AND COMMUNICATION EQUIPMENT

As navigation and radio communication equipment becomes increasingly software and
firmware dependent, updates to applicable software and firmware to meet changes in
IMO and ITU regulatory requirements are needed. This applies in case of retrospective
changes to regulations which apply to all relevant ships. Annually, vessels should check
with the Navigation and Radio communication equipment makers on the current
applicable software and firmware versions and ensure that the equipment’s are up to
date with current software and firmware versions.

11.33 EQUIPMENT SERVICE HISTORY

In order to track the service history of a particular equipment, records shall be
maintained in SHIPPALM by uploading the required report and making necessary
entries.

11.34 RECORDS
1. OP-07 Deck Logbook
2. PF-01E Deck Officer's Handing &Taking Over checklist
3. OP-10 Compass Error Log
4. OP-21 Position / Echo sounder log
5. OP-08 Manoeuvring Order Book
6. Service entries in SHIPPALM.

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12. ECDIS
12.1 PURPOSE
This chapter is aimed at giving procedures and guidance on the use of ECDIS specifically with
respect to the settings inputs for the various ECDIS alarms and safety parameters.

12.2 REFERENCES
The company procedures about ECDIS given in this manual should be read in conjunction with
the below industry guidelines.
1. NP231 - Admiralty Guide to the Practical Use of ENCs
2. NP232 - Admiralty Guide to ECDIS Implementation, Policy and Procedures
3. NP 294 – How to keep your admiralty product up to date
4. NP 5012 - Admiralty Guide to ENC Symbols Used in ECDIS
5. AVCS User Guide for the ECDIS Make & Mode
6. MSC.1/Circ.1503 ECDIS Guidance for Good Practice
7. MGN 285 (M+F) Electronic Charts - The Use of Risk Assessment Methodology, when
operating ECDIS in the Raster Chart Display system (RCDS) mode.

12.3 REGULATORY REQUIREMENT

Following requirements shall be complied with for a vessel to navigate paperless.
1. The vessel has two independents approved ECDIS with back-up arrangements
conforming to IMO Resolution MSC.232(82) “Performance Standards”. An approved
chart data ENC (S57/SENC) is to be used.
2. ECDIS is to be approved by the vessel’s flag state administration and should be included
in vessel’s Safety Equipment (SEQ) certificate.

12.4 ECDIS INTERFACE

As per IMO performance standards, following minimum interfaces shall be provided to an
ECDIS:
1. Ship’s position fixing system.
2. Gyro compass.
3. Speed and distance measuring device.
However, most modern ECDIS equipment is provided with following additional interfaces:
1. AIS (automatic identification system).
2. Radar (radar image overlay).
3. VDR (voyage data recorder).
4. Echo sounder.
5. Navtex.

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6. Meteorological instruments such as anemometers (measuring wind speed).

Sensor Input from Alternate Sources (e.g GNSS-1/ 2, GYRO-1/ 2) must be checked on regular
interval to verify their functionality.

12.5 CYBER SECURITY

Any device used to transfer ECDIS updates must be a dedicated unit for that sole purpose only
and be free of any viruses that may corrupt the ECDIS software.
Ship staff are strictly prohibited from using unauthorised USB, other diskettes or installing
any programs or software’s into the ECDIS without company permission.

The bridge team shall consult the ISMS manual regarding usage of removable media.

12.6 TRAINING AND FAMILIARISATION

Master and all navigating officers on vessels fitted with IMO approved and operational ECDIS as
primary means of navigation must have following trainings with documentary evidence
1. Generic ECDIS training (based on IMO Model Course 1.27) before they are being assigned
to a vessel fitted with ECDIS.
2. Type specific training approved by the manufacturer, prior joining.
3. Familiarize on board by completing the company ECDIS familiarisation form (OP-16) prior
to taking charge of Navigational watch.

12.7 PRIMARY MEANS OF NAVIGATION

1. When Vessels are fitted with ECDIS (in single or dual configuration entered into the SEQ),
the primary means of navigation shall be ECDIS.
2. On vessels fitted with two ECDIS, the company shall provide paper charts for areas where
approved electronic charts are not available. These paper charts shall be maintained up
to date by the vessel.

There should be a clear display on bridge indicating the primary means of navigation.

12.8 VESSELS EQUIPPED WITH SINGLE IMO APPROVED ECDIS

While using ECDIS as primary means of Navigation and paper charts as back-up, following must
be complied with –
1. Vessel shall be fitted with One IMO approved ECDIS.

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2. Both ECDIS and Paper charts are to be updated and always maintained.
3. Weekly corrections, Navtex warning, nav area warning, T&P corrections, etc. are to be
applied to both ECDIS and Paper charts.
4. Passage planning to be replicated on both ECDIS and paper charts
5. Relevant paper chart of the navigating area should be kept ready on the chart table with
fixes plotted at regular interval.

12.9 HYDROGRAPHIC NOTE

When any anomalies are noticed, they should be reported to the UKHO (copy to company)
using the form given in NP100 with supporting evidence such as screen snapshots. This
feedback is vital to the current efforts to make the ENCs fool-proof.

12.9.1 OFFICIAL AND UNOFFICIAL DATA

1. An ECDIS can determine if data is from either an ENC or a private source by interrogating
the Agency Code (a two-character combination which is unique for any data producer)
embedded in the data.
2. Using this code an ECDIS will warn mariners that they must navigate with an official up
to date paper chart if data from a private source is in use. The ECDIS will show a warning
on the ECDIS screen:
«No Official Data -Refer to paper chart »
3. Private vector charts produced by commercial suppliers (e.g. Transas) are considered
unofficial as they do not meet IMO/SOLAS standards for chart carriage and can therefore
not be relied upon as a primary means of navigation.
4. Only ENCs officially authorised and produced by a National Hydrographic Office
conforming to IHO S-57 standard can be considered as fulfilling the chart carriage
requirements of SOLAS Chapter V. An ECDIS using unofficial chart data for navigation is
classified as an Electronic Chart System (ECS).
5. If unofficial chart data is shown on the ECDIS display, its boundary is identified by a one-
sided red line with the diagonal stroke on the unofficial side of the line.

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12.9.2 TEMPORARY INFORMATION ON ECDIS- ‘DATE DEPENDENT OBJECTS’

To manage the temporary and preliminary information a new magenta ‘d’ symbol has
introduced that can highlight ENC features having an encoded non-permanent information. It is
an inherent feature of the S 57 Chart.

This ‘d’ indicates - date dependent chart data.

During route planning and monitoring the operator must enable the date dependent function
and select a date or date range to display all date dependent non-permanent chart objects.
12.10 CHART MANAGEMENT
1. The Company shall provide the vessels with a subscription of official electronic charts
(Vector charts) and weekly update services to fulfil the chart carriage requirement.
2. The management of electronic charts, paper charts, licenses and updates are normally
assisted by a Chart Management System.
3. This will allow for continuous reception of new editions, permits/licenses, and weekly
updates even while the vessel is at sea.

12.10.1 ENC UPDATING

ENCs are updated by weekly ‘Notices to Mariners’ issued by Hydrographic Offices / Regional
ENC. The actual updating is either applied to the ECDIS chart database automatically or by the
user.
1. Master and all navigating officers must be fully aware of how to update and maintain
the on board ECDIS.
2. Upon receipt of the ECDIS updates, the Navigating Officer must ensure that the
corrections are applied to all ECDIS units fitted on board.
3. ENC/System update to be applied on the back up ECDIS first and monitor for any
malfunctions and finally to be applied on the Primary ECDIS.
4. Updates to ENCs are sequential during the updating process ECDIS always checks that
all updates in the sequence have been applied.
5. If an update is missing, then the ECDIS will indicate this; it is not possible to load later
updates until the missing update is applied.
6. The ECDIS maintains a list of updates applied and the date of application. This list can be
used to check the update status of the ENCs loaded.
7. The ECDIS generates error message when the update is unsuccessful or when a ENC is in
use and has not been corrected up to date.

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8. Updating principles should be covered under ECDIS generic training but, more
importantly, also under the type specific training as different ECDIS models vary in their
updating process.
9. Latest version of presentation library should be in use.
10. Avoid updating the ENCs in congested and confined waters
Vessels shall retain the data storage device used to install ENC at the time of installation,
where chart subscribers do not provide base CD periodically. Vessels receiving the base CD
shall keep the latest base CD in safe custody.
Weekly updates that are auto-stored on the planning station or received on the emails shall be
used in conjunction with the based CD or mentioned storage device to restore after ECDIS
failure.

12.10.2 MANAGEMENT OF T&P NOTICES

Temporary & Preliminary Notices are updated weekly on ECDIS. OOW must ensure that all ENCs
and AIOs are updated on ECDIS for applicable T&P NM’s

T&P NMs affecting the area of 60 miles (or 6 Hours of steaming distance at full sea speed
whichever is greater) for open sea and 20 miles for coastal waters/shallow waters on either side
of the vessel’s track must be plotted using the “user map/layer” function on the
ECDIS. Alarmable symbols/lines must be used to plot T&P NMs.

Procedure for verification and plotting of T&P Notices:

1. OOW must extract all the relevant T&Ps from the admiralty NM for the current voyage
and check the T&P NMs on ENCs.
2. Not all ENC producers include Temporary & Preliminary Notices (T&P NMs) in their
ENCs
3. Where the ENCs do not include T&P Notices, UKHO provides the Admiralty Information
Overlay (AIO), which contains Admiralty T&P NM’s.
4. All T&P NMs that are included as AIO, or any missing T&Ps must be manually plotted on
ENC. T&P NMs for paper charts are released one week earlier than ENC T&P NMs in
such case OOW must plot the T&P NM on the affected ENCs for the present voyage.
5. In order to check whether the T&P notices are included in ENC or not OOW should
download pdf file called ‘ Status of T&P information of ENCs’ pdf published by UKHO.

This file is available to all users on their website from below link,

https://www.admiralty.co.uk/charts/digital-charts/admiralty-vector-chart-service –>
how to update AVCS tab (press - Find out how to update AVCS)-> T&P NMs in ENC tab
(press - Download the current status of T&P NMs in ENCs) and within the “INFO” folder
AVCS Base DVD.

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The most recent printout of ‘Status of T&P information of ENCs’ must be filed in section 4
of NP 133C.
6. For ECDIS T&P NMs updating procedure please refer to Flow chart below

Vessels should read the notes in ‘status of T&P information in ENCs’ and apply T&P NMs manually as required.

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7. Three categories of user map/layer folder shall be maintained in ECDIS for each voyage
a. Route user map - Marking required for passage plan (eg. No Go Area, PI, Calling the master,
Marpol areas etc.)
b. T&P user map – All T&P corrections that require manual plotting
c. Nav warning user map – All nav warnings including Navtex.

*These folders should be kept for inspection purposes after the voyage.
*The User Chart assigned for company broadcasts (company UC) should be active in ECDIS,
irrespective of the vessel’s trading area. (See Navigation Manual Appendix:9)

The ‘User Map/Layer’ function should be used for plotting T & P NMs or EP NMs
correction, on the compilation scale of that ENC. Maintain appropriate records in the
passage plan under OP-01 Nav warning and in accordance with the guidance on the
management of manual corrections.

8. EP NMs, as applicable on any ENC, must be plotted using the “user map/layer” function.
EP NMs ENC Preliminary (EP) NMs include information on reported hazards to
navigation, which have been incorporated into the Admiralty paper chart but not yet in
the appropriate ENC. These NMs are displayed in the same way as T&P NMs, as a
polygon with a hatched fill which indicates the area affected by the NM. Each NM is
allocated a unique EP NM number and is exclusive to AIO.

Example of EP NM
The full text of the NM can be viewed in the ECDIS Pick Report. Where additional
information is needed to explain the NM an associated picture file displays the ENC
superimposed over the current paper chart information.
9. ‘NO OVERLAY’ feature, must be plotted using the “user map/layer” function.
Where there is no ADMIRALTY paper chart at an equivalent scale to the ENC,
UKHO is not able to compare coverage and add additional information. In these
areas, the AIO shows a grey-hatched polygon labelled ‘No overlay’.

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Example of No Overlay
ADMIRALTY paper T&P NMs may occasionally display within a ‘No overlay’ polygon if the
information has been published for smaller scale paper charts and is also relevant at a larger
scale. Additional information, such as local T&P NMs, may be available in these areas from
other sources. When navigating in these areas, seafarers should ensure that other sources of
information such as local web sites, Navtex, port notices etc have been consulted.

10. T&P file (Paper copy) need to be maintained on board in following cases:
a. Vessel has single ECDIS
b. Back up of ECDIS is stated as paper charts in SEQ certificate (FORM E)
c. If the vessel maintains paper charts as contingency (take home charts).
d. If AIO function is not available on electronic charts system, the paper copy of T&P
notice should be maintained.

12.10.3 MANAGEMENT OF NAVIGATION WARNINGS

1. The sources of Nav warnings could be NAVTEX, R/T, VHF, and EGC. EGC warnings are
obtained from Sat-C, and the website of the NAVAREA coordinator. Care should be
taken while obtaining Nav warnings from the internet. No data should be obtained from
unofficial websites. Information about official websites is found in ALRS.
2. Navigation warnings affecting the area of 60 miles (or 6 Hours of steaming distance at
full sea speed whichever is greater) for open waters and 20 miles for coastal waters on
either side of the vessel’s track must be plotted using the “user map/layer” function on
the ECDIS. Alarmable symbols/lines must be used to plot Navigation warnings.
3. OOW receiving the NAVAREA warnings should check if a warning is relevant (see point
no.2) for the current voyage. All relevant NAV warnings should be plotted manually in
ECDIS using ‘User Map/layer’, even if the ECDIS is integrated with NAVTEX and supports
automatic plotting (Marine Information Overlay). After plotting the nav warning, OOW
should include the comments and signatures on the Nav warning printout.

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4. If the NAV warning is not affecting the voyage, he should sign the NAV warning printout
and mention the reason for not plotting it in the ECDIS.
5. Some ECDIS allows users to delete the nav warning, which is displayed automatically
from NAVTEX, in such cases if required, then OOW must delete all the expired nav
warnings from the ECDIS.
6. Adequate records should be maintained to show that all navigation warnings have been
considered and the relevant ones have been applied to a passage plan.

The ‘User Map/Layer’ function should be used for plotting all Navigation warnings, on
the compilation scale of that ENC. Maintain appropriate records in the passage plan
under OP-01 Nav warning and in accordance with the guidance on the management of
manual corrections.

12.10.4 MANAGEMENT OF MANUAL CORRECTIONS

Record of T&P NMs , Navigation Warnings (Sat-C , Navtex, R/T, VHF) plotted/deleted on ECDIS
should be maintained as mentioned below:
1. Plot the affected T&P NMs and navigation warnings on ECDIS.
2. Enter the details of the affected T&P NMs and Navigation warnings in the OP-01 Nav
Warning sheet.
3. This record shall be maintained as a soft copy, with a backup saved on another PC or
hard drive.
4. The T&P NMs and Navigation warnings list for the voyage must be kept up to date at all
times and should be printed and filed along with passage plan for the voyage and
NP133C Section 4 prior to arrival at every port.
5. Records of expired T&P NMs and Navigation warnings (Sat-C, NAVTEX, R/T, VHF) must
not be removed from the list for compliance purposes.

a. Record of T&P correction

Record of T&P correction

Type: Notice No. Lat / Long (any one Brief description Expiry date Date Remarks
position included in of the correction removed
T&P / correction) from ECDIS
EP(NM)

T&P 1588(T)/18 25-07.2N, 009-33.6E Submarine cable 20/05/2022 20/05/2022 Manual

plotted

EP 10665(EP)/22 25-07.2N, 009-33.6E Rock patches NA NA Nil

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b. Record of Nav warning

Record of Nav warning
Type: Nav Nav Lat / Long Brief Expiry date Date Remarks Name/Rank of
Area Warning Warning (any one description removed officer plotting
/ No. position of the from ECDIS the correction.
Navtex/coastal included in correction
warning correction)
Navtex – CN OA15 25-07.2N, Submarine 20/05/2022 20/06/2022 Manual 2/O Manoj
009-33.6E cable plotted

Nav warn - VII 100/22 25-07.2N, Gunnery 14/05/2022 20/05/2022 Manual 3/O David
009-33.6E exercise plotted

12.10.5 CANCELLED AND WITHDRAWN ENC’S

Periodically, ENCs are cancelled as part of the continuous maintenance of ENC coverage
worldwide. Normally, cancelled ENCs are automatically replaced, not causing any loss of
coverage. Service provider may automatically issue new permits for ENC to be deleted and
issue new permits for replacement ENCs.
Basis weekly Readme.txt file and Section VIII of NTM, delete any cancelled or withdrawn ENCs
from each ECDIS and record in NP 133C
Excessive number of expired ENC in the ECDIS can interfere with ECDIS performance and/ or
updating process of valid ENC’s.

12.10.6 ECDIS AND ENC MAINTENANCE RECORD (NP 133C):

1. Vessels are required to maintain the ADMIRALTY ENC Maintenance Record (NP 133C).
2. This log is designed by UKHO to streamline the management of paper records of ENC
and ECDIS maintenance and make information on official digital charts more accessible
for bridge team.
3. An electronic archive of ECDIS passage plans is to be maintained for a period of at least
one year.
4. Inventory of ENC permits as in schedule A shall be maintained along with ADP update
certificates.

12.10.7 USE OF RCDS MODE

RCDS (Raster Chart Display System) Mode – can only be used when suitable ENC’s are not
available or not of appropriate scale and subject to flag approval.
The full functionality of ECDIS cannot be achieved when operating in the Raster Chart Display
System (RCDS) mode, so the system should always be operated in ECDIS mode.
RCDS mode does not have the full functionality of ECDIS, and can only be used together with an
appropriate portfolio of up-to-date paper charts.

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Limitations of RCDS Mode

When using ECDIS in RCDS mode, consider the limitations of Raster Charts (RNC’s) and take
into account the following points:
1. The alarms will not get triggered off by the chart data
2. It is not possible to customize the chart display
3. Excessive under or over zooming will distort and degrade the display
4. Chart features cannot be simplified or removed to reduce clutter
5. It may be difficult to read the information in displays other than in North up mode
6. Objects cannot be interrogated, to display any additional information
7. Many RNCs are based on local datum and not on WGS 84
8. CATZOC is not available on RNCs. Refer to “source data diagram” as for paper charts
Flag state requirement and guidelines should be verified prior using ECDIS in RCDS mode.
Flag state requirement and guidelines should be verified prior using ECDIS in RCDS mode.

12.11 ECDIS BACKUP

The planned route, the ECDIS Notes folder (manual update list) containing all the Mariner’s
Notes, ECDIS log, including AIO (T&Ps) if applicable, Navigation Area warnings, NAVTEX, and
other notes should be backed up weekly to a dedicated USB drive, CD or external drive.
1. The backup ECDIS shall be fully synchronised with the primary ECDIS, and the installed
electronic charts checked to ensure they are updated correctly
2. The following shall be backed up and synchronised on the backup ECDIS, as a minimum:
a. Planned route
b. Relevant Mariners Notes
c. Monitoring methods
d. Display settings
e. Track information.
f. Routes
g. Permits
h. Any other relevant records and documentation
3. Vessel fitted with dual ECDIS shall be equipped with Take home charts or other alternate
means such as Emergency Navigation System (ENS) e.g. Chartworld, Navstation etc that
can assist the vessel in reaching a port of refuge.
4. When paper charts serve as the back-up arrangement, all back up charts and publications
for the intended voyage must be present on-board, prior commencement of the voyage.
5. In case of absence of any official back up charts or publications, the below must be
followed:
a. Office to be contacted and appraised.
b. All efforts must be taken to procure official charts.
c. Under no circumstances scanned charts or any unofficial database must be used.
6. Storing and accessibility of ECDIS installation setup files in CD/DVD/USB

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a. ECDIS installation media (CD/DVD/USB) shall kept in safe custody of Master

b. After initial installation, if any updates from makers are applied on ECDIS that
should be also stored in sequence. It is recommended to put numbers on these for
identifying sequence.
c. Entry shall made in the “ECDIS installation” section of NP-133C about the location of
the media and number of makers update till date.

The take home paper charts or the alternate means such as ENS service, which are
backup for ECDIS shall be maintained up-to-date and ready for use

12.12 AVOIDING OVER-RELIANCE & LIMITATION OF ECDIS

As with all electronic systems it is possible for ECDIS to malfunction or output erroneous
information. OOW shall ensure that the ECDIS is functioning correctly, by verifying following:
1. Screen displayed time is correct
2. Confirm cursor and menu responsiveness. It will confirm that the system has not frozen
and that sensor inputs are being processed.
3. A fix will determine whether the satellite positioning system is still feeding data
correctly.
4. Accuracy of the ECDIS position-fixing system (normally GNSSS) by following means:
a. Parallel indexing and use of clearing bearings.
b. Radar range and bearings.
c. Visual cross bearings.
d. Regular checks on the signal-to-noise ratio of the GNSS system in use.
e. Plotting positions on the ECDIS using electronic LOP from visual/radar bearings and
ranges to compare the position from the GNSS.
5. Position input integrity
a. Use radar overlay to assess position accuracy.
b. Use a secondary position source input to assess position accuracy.
c. Set the primary/secondary position source differential alarm.
6. Chart accuracy:
a. During passage planning, the quality of the survey should be consulted for each
charted area when determining safety margins.
b. During passage planning and route monitoring, the applicability of navigational
warnings and ePNM (T&Ps), especially the latest corrections applied, should be
reviewed and acted on where necessary
• Chart scale
The zoom facility should be used with caution. The chart symbols are automatically rescaled
when zooming in and out on an ENC, it can be difficult to ascertain whether the scale in use is
appropriate.

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• Chart symbols
Chart symbols on ENCs often differ substantially from paper charts and RNCs and may be
unfamiliar to the OOW. The OOW should regularly compare the chart symbols on the paper chart
and the ENC to promote familiarisation (Refer NP 5012).
• Alarms
To avoid being overloaded by alarms, Master should set the alarm limit parameters to an
appropriate value. Never disable any alarm.
The below table specifies the accuracy checks for the sensors that feed the information to the
ECDIS.

Sensor Check Accuracy By

GNSS Visual Fixes, HDOP
Gyro Transit bearings, celestial observation
Speed Log Measured distance between 2 positions
Echo Sounder Hand lead line or spot soundings on chart or Crossing contours
Radar Visual fixes, Radar information Overlay can be used to check
Radar against GNSS

12.13 VOYAGE PLANNING USING ECDIS

12.13.1 APPRAISAL
Refer to section 05.3.1 for appraisal
SELECTING THE APPROPRIATE ENCS FOR A VOYAGE Pl
Master and Second Officer preparing the voyage plan shall conduct a risk assessment for areas
where vessel will be trading.
1. This will determine that:
a. There is adequate ENC coverage of appropriate scale
b. The data is installed and updated
c. Permits held (or ordered) cover the duration of the Voyage Plan for the required
ENCs. ENC status report along with expiry of the permits shall be attached with OP-
01 Nav Information.
2. The Risk assessment should also determine what constitutes an appropriate folio of
paper charts, needed to support in the areas not covered by ENC.
3. The assessment must be conducted using an updated version of the digital chart
catalogue.

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4. The various caution notices contained in the ENC data covering the intended voyage
should be reviewed to determine if there is any significant information, such as
positional inaccuracies, which need to be considered.

12.13.2 PLANNING
In addition to Chapter-5 Section 05.3.2 planning, following shall be considered for passage
planning in ECDIS
1. Planning process begins using smaller scale ENCs (Bands 1 and 2 – overview and
general), outlining a basic route.
2. Then moving to medium scale ENCs, (Band 3 – costal ENCs), bringing in more detail to
refine the overall plan and edit legs of the voyage as proximity to the safety contour
decreases.
3. Finally utilising Bands 4/5/6 (Approach, Harbour and Berthing ENCs) to prepare the
pilotage detail.
4. ZOC data should be considered, so that courses are planned through areas of most
suitable ZOC available during the passage.
5. AIO (T/P) corrections and Navtex overlay (including NAVAREA warnings) must be
switched on. If the ECDIS does not have these automated functions the relevant T/P,
Navtex and NAVAREA messages must be plotted on the ECDIS first.
6. Turn OFF attributes that can suppress chart symbols such as “SCAMIN” filtering.
7. NO-GO Areas where the vessel is restricted either by local regulations (i.e. marine
sanctuaries) or restricted due to water depth or local dangers or as per Channel Limit
shall be marked on the ENC for effective planning.
8. Maximum possible cross track distance (XTD) must be assigned for each route leg and
correspond with navigable waters, channel widths or traffic density.
9. XTD zone must be adjusted to avoid dangers and unsafe depths inside the zone and in
channels the XTD should be made as wide as possible.
10. The adjusted XTD zones are used in conjunction with abort areas, parallel indexing and
the Safety Parameter settings to define the limits of the safe navigable waters.
11. ‘Auto-load’ and ‘Auto-scale’ function is ‘On’
12. Display mode on ‘All / Custom’ mode
13. Safety alarms shall be calculated and set as per navigating areas
14. Wheel-over positions and the expected radius of turn will be marked on the ECDIS
Provided that the maneuvering or handling parameters of the vessel are correctly
entered.
15. Off-course to be set as per master’s instruction.
16. Track control mode must not be activated at any time.

During route planning the operator must enable the date dependent function and
select a date or date range to display all date dependent non-permanent chart objects.

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12.13.3 ECDIS DISPLAY MANAGEMENT

Base Display Standard Display All Display
• Coastline (high water); • ‘Base’ Display + • ‘Standard Display’
• Own ship's safety contour. • Drying line +
• Isolated underwater dangers • Fixed and floating aids • Spot soundings
of depths less than the safety to navigation • Submarine cables
contour. • Boundaries of and pipelines
• Isolated dangers which lie fairways, channels, • Ferry routes
within the safe water defined etc. • Details of all
by the safety contour such as • Visual and radar isolated dangers
bridges, overhead wires, etc., conspicuous features • Details of aids to
and including buoys and • Prohibited and navigation
beacons whether or not restricted areas • Contents of
these are being used as aids • Chart scale cautionary notes
to navigation. boundaries • ENC edition date
• Traffic routeing systems. • Indication of • Geodetic datum
• Scale, Range, Orientation, cautionary notes • Magnetic variation
and display-mode. • Archipelagic sea lanes • Graticule
• Units of depth and height • Place names

1. As a minimum, when using ECDIS in route planning and route monitoring mode, the
display must be set in custom mode with below layers displayed
a. IMO standard display +
b. Depth Sounding and Contours
c. Wrecks, obstructions, and danger marks
d. Light characteristics (at night).
e. Spot soundings
2. Some important features such as soundings, submarine cables, and pipelines are not
included in this display mode, and must be switched on using the appropriate ‘Custom’
display settings available.
3. The ECDIS user should familiarise themselves with the ‘Custom’ display options of the
ECDIS to ensure the display can be configured safely.
4. It is recommended that the voyage plan included a list of the settings required for each
phase of the voyage.
5. Spot soundings must be always displayed.
6. Additional layers of information must be added depending on the situation.

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7. For example, when the vessel is preparing to anchor submarine cables and pipelines,
seabed characteristics, Anchorage identification as well as any other applicable
navigation hazards, are to be displayed on the screen.
8. Full display should be switched on when the vessel is due to breach the limiting
boundaries of XTE, safety contour, LDL or whenever the risk of missing navigational data
could jeopardise safer navigation. Switching on all layers will lead to data cluttering on
the ECDIS. Master should be called immediately in such cases.
9. Masters shall mention their absolute minimum requirements for the information to be
displayed on the ECDIS during each stage of the voyage to avoid data cluttering.
10. This list must be specific to the particular ECDIS equipment fitted on board and should
not be considered exhaustive; additional layers can be added to suit the prevailing
circumstances
11. Settings once included in the passage plan and approved by the master should not be
changed without master’s approval.

Cluttered screen may lead to ‘information overload’, particularly if the ECDIS display is also
populated with radar overlay, ARPA and AIS information.

Example
Scenario Standard Display plus minimum additional layers:
Open Sea Spot Soundings
Details of isolated dangers
Coastal waters/Shallow Spot Soundings
waters Details of isolated dangers
Ferry routes
Details of aids to navigation
Contents of cautionary notes
Anchoring Spot Soundings
Details of isolated dangers
Submarine cables and pipelines
Contents of cautionary notes
Restricted waters and Spot Soundings to a depth at least equal to the value of the
approaches Safety Contour
Details of isolated dangers
Contents of cautionary notes

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12.13.4 ISOLATED DANGER MARK

Kept on at all times – this is to clearly see these dangers throughout the voyage. As a minimum,
when using ECDIS in route planning and route monitoring mode, the display must be set in
custom mode with spot soundings and isolated dangers being “ON”. Also, remember to always
keep the Shallow Water Dangers “ON”.

12.13.5 SCAMIN
Scale minimum (SCAMIN) defines the minimum scale at which the features will be displayed in
an ECDIS. SCAMIN is used to significantly reduce the amount of information on the ECDIS
display when reducing the viewing scale of an ENC smaller than compilation scale.

When zooming out, the system will automatically deselect certain features from display
such as soundings, lights, and topographical detail. The only way to ensure that the
display is not affected by SCAMIN is to always ensure that the chart is being used on the
best scale (compilation scale).

All ECDIS as per latest presentation library have the facility of switching the SCAMIN feature on
& off on ECDIS display. However, to use this feature effectively without losing the critical
information at various stage of passage planning following shall be followed by deck officers:
1. During voyage monitoring, ECDIS must be operated at compilation scale (1:1), when
appropriate scale ENCs are available.
2. When OOW zooms out, the ECDIS may indicate an under-scale warning and may limit
this operation to a certain scale factor.
3. ECDIS system must be set to operate with SCAMIN OFF for appraisal, planning and
review phases to ensure all information is seen.
4. SCAMIN must be selected ON for execution and monitoring of the voyage plan in order
to reduce the effects of an overcrowded display.

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12.13.6 ECDIS SAFETY SETTINGS TABLE

MINIMUM VALUES-ECDIS SAFETY SETTINGS

Type of passage
Function Open sea Coastal waters / Restricted waters and approaches
Shallow waters
= Static draught
Shallow contour or
= Safety depth (see note 1 below)
Dynamic draft + (UKC Requirement /CATZOC depth Corr.)
Safety depth
+ Allowance for swell (If Applicable) – Height of Tide.
= Safety depth
or
Safety contour Where LDL is applicable, reduce the safety contour setting to the next available
contour below the original setting.
Deep contour Five times the vessel’s static draft or 30 m whichever is greater.
Cross track (Refer 2.0 NM 0.5 NM As per Master's description after
12.13.11) reviewing the passage for the
proximity of navigational hazards.
Look ahead Length 30 Min 15 Min 2 Min
values PORT STBD PORT STBD PORT STBD
(Frame & Width 1.0 NM 1.0 0.5 NM 0.5 NM 50 m 50 m
sector) NM
Sector 60° 15° 10°
Notes:
1. After calculating the Safety Depth, if the value obtained for Safety Depth is LESS than that of the static
draught (ex. in High Tidal Ports), in that case, the value of the Shallow Contour Shall be marked SAME as
the Safety Depth.

12.13.7 RECOMMENDED SETTINGS

12.13.7.1. SAFETY DEPTH
1. Purpose of the calculated safety depth is to highlight spot sounding equal to or below
the selected value ‘in bold’.
2. It only informs the user of the depths that are insufficient for the vessel to safely pass
over. They do not trigger any alarm or indication.
The safety depth should be calculated as per the following example:
Static Draft =9 metre, Depth = 30 metre
Estimated maximum squat = 1.0 metre, Draught increase due to List/heel - 0.20 metre
Dynamic Draft = Static Draft + Squat + Draught increase due to List/heel = 10.2 metre
UKC Policy 20% Dynamic draft = 2.0 metre

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Allowance for swell = 0.0 metre

CATZOC Area A1 = 0.5 + 1 % depth = 0.8 metre
(Since the UKC requirement(2.0 mts) is stricter than the CATZOC error (0.8m), the vessel
chooses only the UKC requirement and CATZOC depth correction is waived off)
Ht. of Tide = 0.5 metre
(Vessel to consider the minimum tide for transit time)
Then Safety depth = 10.2 + 2.0 – 0.5 = 11.7 metres
12.13.7.2. SAFETY CONTOUR:
An alarmable safety feature that distinguishes between safe and unsafe waters detects
isolated danger marks and raises an anti-grounding alarm
The following rules dictate how the displayed safety contour may change during a voyage.
1. Safety contour value will default to 30m, if not specified by operator in ECDIS setting.
2. If the safety contour selected by the operator is not available in the SENC, the ECDIS will
default to the next deeper contour.
3. In cases when the safety contour defaults to a value deeper than that preferred, the
safety contour may not represent the limit of navigable water.
4. If the safety contour in use becomes unavailable due to a change in source data, the
safety contour will change to the next deeper contour by default.
5. In each of the above cases, an indication will be provided on the ECDIS

In above picture safety depth is 14.0 m, sounding less than or equal to 14.0m is shown in bold
on activating spot soundings.

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12.13.7.3. SHALLOW CONTOUR AND DEEP CONTOURS

1. The shallow and deep contours are utilised when the four-colour depth display is
selected.
2. The area between the 0m contour and the shallow contour is coloured dark blue, the
area between the shallow and safety contour is coloured light blue, and the area
between the safety contour and the deep contour is coloured grey and beyond is
coloured white. This allows the gradient of the seabed to be graphically displayed
With reference to above example
Shallow contour = 10 metres
Safety depth = 14.0 metres
Safety Contour = 20 metres (Input value is 14.0 m, value may default to the nearest available
deeper contour.)
Deep Contour = 50 metres
1. Different colours (Colour Coding) can be used to highlight the different depths.
2. Depth colours can be in 2 colours or 4 colour displays. It is preferred to have 4 colour
display for better visual appreciation of the depth gradient. However, during the hours
of darkness, it is preferable to use 2 colour shade display.
In 2 colour displays, the shallower area is filled in deep blue than the safety contour

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In 4 colour displays, the below are displayed in 4 different colours

1. Shallow Contour
2. Safety Depth
3. Safety Contour
4. Deep Contour

Example of 4 colour display

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12.13.8 LIMITING DANGER LINE (LDL)

The LDL is a manually drawn line with the attribute of giving an alarm, which can be used for
the following purposes:
1. To use the navigable water between the safety depth and safety contour. The value
of the LDL shall not be less than the calculated value of Safety Depth.
2. To mark no-go areas
OOW should be aware that if the safety contour selected is not available in the ENC, it would
default to the next available deeper contour, thus artificially displaying a reduced amount of safe
water on the chart.
Due to this, the entire area inside the safety contour cannot be taken as non–navigable water
and areas with spot soundings highlighted in bold (Safety Depth) should be treated as ‘No Go
Area’.

To allow safe navigation in such cases vessel shall make use of LDL and set the safety
contour to the shallower depth contour available in the ENC data

For example, If the Safety depth and Safety contour value are set to 6.5m, the system will
automatically highlight the safety contour as the next available contour, which is normally the
10m line. Therefore, if the vessel by necessity has to proceed over soundings of less than 10m
but greater than 6.5m, safe areas cannot be defined. Furthermore, the system will continuously
alarm, causing alarm fatigue. In this case, the navigator shall plot the Limiting Danger Line (LDL)
at a value greater than the Safety Depth but less than the Safety Contour (e.g., 7 or 7.5 or 8
meters as per the master's discretion) and set the ENC Safety Contour to a value of 5 meters.

12.13.8.1. CONFIGURING ECDIS TO CROSS THE SAFETY CONTOUR USING LDL

Below procedure shall be followed for configuring ECDIS to cross the safety contour using LDL:
1. Calculate safety depth, safety contour and enter in ECDIS.
2. Ensure the display is set to ‘All’ Mode, for all possible dangers to be shown.
3. Switch on compilation scale of the ENC.
4. Preferably, keep the ECDIS on daylight mode.
5. Mark all isolated dangers (wreck, rock, obstruction, and unknown depth) as no-go areas
that are within the safety contour (Isolated dangers are seen if they are in the depth of
less than or equal to the safety contour value entered by the user)
6. Reduce the safety contour setting to the next available contour below the original
setting.

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7. Construct LDL with alarm attribute (trigger alarm when breached by look ahead
function) to create a safety contour equivalent to the safety depth, using the
highlighted spot soundings as an indication of the contour.
8. Run a route check to confirm that the LDL feature will alarm.
9. Master and bridge team to cross check the LDL.
10. It must be remembered that LDL is time dependant because it is based upon the height
of tide and that when no longer required it must be ensured that the Safety Contour is
reverted back to a value greater than Safety Depth.
11. Above method avoids the need to cross the safety contour (relying on the LDL for alarm
generation) and reduces number of unnecessary alarms, thus reducing alarm fatigue.
Potential Hazards of using above method:
a. A hazard could be missed during the visual inspection of the ENC and the LDL drawing
process, with no electronic warning or alarm to warn the user, as the safety contour is
lowered.
b. Generic isolated danger marks between the lowered safety contour and the LDL line
may not show-up, depending upon their depths. Hence draw a “manual alarmable No-
go area” around the applicable Isolated Danger Marks, prior reducing the Safety
Contour Value”.

12.13.9 RECOMMENDED SAFETY ZONE SETTINGS

Look Ahead and cross track settings for the ECDIS to detect dangers or shallow water for anti-
grounding system should be set subject to the geographic location. Refer ECDIS safety settings
table.
The look ahead time/ angle or width must be set as large as possible (to allow sufficient time to
react) and as short as necessary to provide danger warnings in sufficient time to take action
without initiating unnecessary alarms.
The look ahead time should initially be set at system maximum when in open sea and steadily
reduced as the ship proceeds towards coastal waters/shallow waters, restricted waters and
approaches (but still kept to the maximum values possible).
Look-ahead zone should be re-assessed in CATZOC area that have reduced position accuracy to
ensure that the vessel has sufficient safety margin, appropriate to the prevailing
circumstances. Also, the limitation of options provided by the manufacturer must be borne in
mind.

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12.13.10 ANTI-GROUNDING CONE:

1. The anti-grounding cone safety frame covers the area that will be used by ECDIS for
generation of anti-grounding alarm, area alert or navigational alarm based on the chart
data analysis, or the user set safety parameters. Safety frame of the Anti-grounding tool
may be of below types:
a. Box shape (As Danger detection Vector)
b. Cone shape (As Danger detection Sector)
2. The size of anti-grounding tool will depend upon manufacturer of ECDIS system in use.
Within the option provided by the manufacturer.
Master should decide the optimum setting of size for particular passage or leg of
voyage basis size, manoeuvrability and speed of the vessel, proximity of
navigational hazards, position plotting frequency, etc. Refer ECDIS safety
settings table

12.13.11 CROSS TRACK LIMIT (XTL)/CROSS TRACK DISTANCE (XTD)

Set the appropriate Navigation Corridor (XTD, XTL, channel limit) for each leg of the route. The
corridor shall be set as wide as possible (to allow sufficient time to react) but as narrow as
necessary (to avoid unnecessary danger alarms when navigating in restricted water).
Whilst navigating in open sea conditions a Navigation corridor of 2 NM or more is
recommended (depending on the ECDIS manufacturer's maximum setting). When the
Navigation corridor is set less than the turning circle of the ship then an abort point must be
indicated on the ECDIS well in advance of the point where there is insufficient water to safely
make a round turn.
The route check function only indicates hazards within cross track distances.
It should be set depending on expected traffic situation, ship particulars and geographical
limitations (channels, fairways, etc.). Refer ECDIS safety settings table

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Alerts will not be activated for navigational hazards outside of the XTE lines

Vessel should plan a passage with a Safety margin (Area from XTD/XTL to No Go Area) marked
with LDLs/Safety Contour considering the need of manoeuvring outside the planned
Navigation Corridor.

1. Any deviation from the planned XTD/XTL must be recorded in the deck logbook along
with the reason for the deviation. During the post-voyage debriefing, discuss such
deviations and refer to the recorded reasons in the logbook.
2. If a non-urgent deviation from the voyage plan is required, an amended plan shall be
prepared, a route check to be carried out, and the Master shall visually recheck all legs
of the route on the ECDIS before approving the deviation.

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12.13.12 RECOMMENDATIONS ON OTHER SETTINGS.

Day and Night settings
1. Lighting conditions within which the ECDIS user is operating will vary and this may have
a significant effect on how easy it is to view and interpret the information being
displayed on the screen. For example, given screen brightness and contrast level will
look very different during daylight, with direct sunlight striking the computer screen,
from night-time when the bridge lighting will be very low, and proper night vision must
be maintained.
2. When operating at dusk or night: ECDIS users are therefore advised to consider the
following recommendations to optimize the clarity of the display:
a. Set the safety contour according to the passage plan, as features like buoys and
depth contours may become harder to distinguish in shallow waters when the
display is mostly within the contour.
b. It is preferred to set the display to two depth shades, rather than four, to increase
the contrast difference on either side of the safety contour. (See note below)
c. Ensure that the shallow water pattern is switched on if the ECDIS offers this
feature, to make it easier to distinguish areas behind the safety contour.
Use of four depth shades reduces the contrast difference between adjacent depth areas.
This may make it more difficult to distinguish between safe and unsafe waters under certain
lighting conditions, particularly at night where its use is not recommended.

12.13.13 ROUTE CHECK

1. Routes should be routinely checked as follows.
a. During and on completion of route planning
b. After a route has been modified
c. After every weekly update
2. During route checks, ensure the selection of ENCs as per chart priority and the use of
All/Custom display settings so that all navigational dangers can be viewed
3. AIO (T/P) corrections and Navtex overlay (including NAVAREA warnings) must be
switched on. If the ECDIS does not have these automated functions the relevant T/P,
Navtex and NAVAREA messages must be plotted on the ECDIS first.
a. SCAMIN function to be OFF.
b. Zone of Confidence to be ON.
4. Checking the route manually:
a. The ENCs must be checked in compilation Scale.
b. Route to be checked visually on all scales of ENC.
c. By scrolling along the track with all safety parameters set as per the guidance given
in this manual. Any alarms, cautions and other indications should be appropriately
mitigated. Those that affect the passage and cannot be resolved should be brought
to the notice of Master.

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The Master must visually recheck all legs of the route after carrying out the ECDIS route
check, before approving it, and make comments on the Passage Plan (OP-01). ECDIS
route checks carried must be recorded in the deck logbook and counter-signed by the
master.

Route check function in the ECDIS will only detect certain dangers to navigations
parameters within the XTD of the planned route. It is therefore critical to manually check
the entire route on the compilation scale as a final safety check on all scales

12.13.14 ALARM MANAGEMENT:

1. Alarm setting parameters should be agreed by the master and bridge team at the
passage planning stage and same to be reflected in the passage plan form.
2. The criteria for setting alarms, warning and cautions should be decided on board the
vessel in accordance with this chapter for various navigational conditions.
3. The alarm should be set to assist the master and officers in maintaining their awareness
and understanding of potential dangers to the vessel in a manner that reduce alarm
fatigue.
4. Additionally, random checks shall be made to ensure that user defined limiting
parameters, such as the safety contour etc., are not violated whenever the passage plan
is adjusted after departure.
5. Before acknowledging the alarm, Master and OOW should always understand and
confirm the type of alarm.
6. The habit of acknowledging alarm for the purpose of eliminating noise and disturbance
shall be avoided.

ECDIS alarms should never be disabled

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

12.13.14.1. OTHER ECDIS ALARMS AND SETTINGS:

Below is the list of mandatory alarms / indication as per MSC Resolution 232(82).
Alarm: An alarm or alarm system which announces by audible means, or audible and visual
means, a condition requiring attention.
Indication: Visual indication giving information about the condition of a system or
equipment.

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S.No. Info Requirement Guidance

1 Crossing Alarm This is the only contour that will trigger an alarm
safety contour upon crossing, while Deep and Shallow contours
serve solely for display purposes.
2 Area with Indication or An alarm or indication, as set by the user, will be
special Alarm given if, within a specified time or distance, own ship
conditions would cross the boundary of a geographic area for
which special condition exists.
Although the ECDIS displays alarm options for several
areas, IMO specifies the following areas for which an
alarm or indication must be specified –
1. Traffic separation zone
2. Inshore traffic zone
3. Restricted area
4. Caution area
5. Offshore production area
6. Areas to be avoided
7. User defined areas to be avoided
8. Military practice area
9. Seaplane landing area
10. Submarine transit lane
11. Anchorage area
12. Marine farm/aquaculture
13. Particularly Sensitive Sea Area (PSSA)
The Master must ensure that at least all the above-
mentioned areas have been selected on the ECDIS to
generate an alarm or indication, considering the
location of the vessel (Open Sea / Coastal or Shallow
waters / Restricted waters and approaches and the
watch level being maintained at that time.
3 Deviation Alarm An alarm will be given if the specified cross track
from route limit for deviation from the planned route is
exceeded.
4 Positioning Alarm An error message will be displayed if the GNSS signal
system failure is lost stating that ‘DR positioning is being used’.
Navigating officers should be aware of the non-
reliability of the GNSS input to ECDIS.

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5 Approach to Alarm An alarm will be given by the ECDIS when the ship
critical point reaches a specified time or distance, set by the
mariner, in advance of a critical point on the planned
route.
6 Different Alarm The positioning system and the SENC should be on
geodetic the same geodetic datum. ECDIS should give an
datum alarm if this is not the case. It is recommended to
keep GNSS in WGS-84 datum all the time.
7 Malfunction of Indication or ECDIS can fail, either outright or in a way that can
ECDIS Alarm give misleading information. The navigator shall
transfer navigation to the back-up system.
8 Default safety Indication Refer to recommended setting of the safety contour
contour
9 Information Indication ECDIS will provide an indication if the information is
overscale displayed at a larger scale than that contained in the
ENC.
10 Larger scale Indication ECDIS will provide an indication if own ship’s position
ENC available is covered by an ENC at a larger scale than that
provided by display.
11 Different Indication ECDIS and added navigational information use a
reference common reference system normally referred to as
system Common Consistent Reference Point (CCRP). If this is
not the case, an indication will be provided.
12 NO ENC Indication If the area covered by the ECDIS display includes
AVAILABLE waters for which no ENC is available, ECDIS to be
kept at a scale appropriate for navigation. Where
there is no ENC coverage, Master shall ensure that:
1. Flag state is informed as applicable
2. Paper charts are procured
3. The transit is undertaken during the day
light hours.
4. Bridge team is briefed if strong currents
are expected, and manoeuvring
characteristics discussed.
5. E/R is briefed about the concerns.
6. Route is planned as per the
recommended shipping route.
7. Plan is discussed and routes in ECDIS are
amended as per Pilot advise.

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8. UKC is monitored and pilot is updated.

9. Squat kept to a minimum by reducing the
speed and vessel’s steerage checked due
to reduced speed.
10. Pilot is alerted of any possible
distractions.
11. Traffic related information is
communicated with pilot
12. A level II risk assessment is prepared
considering above points

For areas where no ENC is available, the passage

plan and Level II risk assessment must be
prepared and sent to the office for review.

For areas covered by ENC but not available

onboard, the Master must ensure that the
required ENC is installed prior to proceeding.

13 Customized Indication If information categories included in the Standard

display Display are removed to customize the display, this
will be permanently indicated. Identification of
categories which are removed from the Standard
Display can be shown on demand. Indications
displayed, or the identification of the categories
removed will be type specific to the ECDIS.
14 Route Indication An automated route check will provide an indication
planning to the mariner wherever the Safety Contour is
across safety crossed, during route planning.
contour
15 Route Indication An indication will be given if the mariner plans a
planning route closer than a user-specified distance from the
across boundary of a prohibited area or a geographical area,
specified area for which, special conditions exist.
16 Crossing a Indication An indication will be given to the mariner, if, by
danger in continuing its present course and speed, over a
route specified time or distance set by the mariner, own
monitoring ship will pass closer than a user-specified distance
mode from a danger.

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17 System test Indication ECDIS is provided with means for automatically or

failure manually carrying out on-board tests of major
functions. In case of a failure, the test will display
information to indicate which of the module(s) is at
fault.

12.13.15 POSITION VERIFICATION

1. Use of a single method of fixing, especially one that is automatically plotted in ECDIS,
can lead to over – reliance.
2. OOW should therefore conduct frequent verification of displayed own vessel position at
regular intervals. It is strongly recommended that manual fixes, at prescribed intervals,
are established as part of the Voyage Plan and that these become more frequent as the
Voyage Plan approaches the safety contour.

Area Frequency Position verification methods may

be one or more of the following.
Open Sea Once every 1. Comparison between two GNSS
Watch (Visual & Calculated).
2. Astronomical Observations (if
possible).

Coastal waters / Shallow At least once 1. Visual bearings

waters (Areas where vessel is every 30 min 2. Radar range/bearings.
close to shore and Radar and 3. Parallel Index.
visual objects are available for (Radar Overlay check (if available).
position cross check) NOTE: Comparison between two
GNSS (Visual & Calculated) can be
used only if no other means (Visual
/ Radar / PI / Radar overlay) are
available.
Restricted waters and At least once 1. Visual bearings
approaches every 30 min 2. Radar range/bearings.
3. Parallel Index.
(Radar Overlay check (if available).
NOTE: Comparison between two
GNSS (Visual & Calculated) can be
used only if no other means (Visual
/ Radar / PI / Radar overlay) are
available.

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1. OOW may choose any of the above methods to verify the ship’s position, mark the
verification on the ENC and record it in the GNSS logbook. The methods available for
plotting the verification on the ENCs vary depending on the options provided by each ECDIS
maker.
2. Options such as “Entering Position”, “Event Mark”, “User Map Editor” or Saving screen
shots to the ECDIS HDD, are just a few. ECDIS fitted with electronic means of recording
activities may record this automatically.
3. In poorly charted waters, the OOW should use manual updates to mark the legs on the
Voyage Plan which key contours in the approach to shallower water, which will enable
OOW to use the echo-sounder to make cross-checks.
4. In Coastal waters/shallow waters navigation, the OOW should use visual marks and radar
overlay to confirm the ECDIS accuracy. Use of radar parallel index may also provide a cross-
check, but the most immediate indicator of system accuracy is the radar overlay.
5. The occasional display of radar over the ENC gives a rapid visual confirmation of positional
accuracy.

When the radar overlay indicates a possible error in displayed position (i.e. radar
displays out of alignment with the chart) the OOW should seek an alternative fix
method to re-establish the vessel’s position.

12.13.16 CROSSING THE PLANNED SAFETY CONTOUR DUE TO EMERGENCY:

Vessel must at all times avoid crossing safety contour while navigating.
However, if a vessel has to cross the safety contour due to unavoidable circumstances following
factors should be considered:
1. Inform Master
2. Reduce speed
3. Confirm the isolated dangers are displayed
4. Display of spot sounding are turned ON
5. Suitably scaled ENC are available
6. Assess CATZOC quality
7. Define No Go areas using mariner added objects and activate danger alerts (use of LDL)
8. Monitor the echo sounder
9. Use additional Bridge manning
10. Increase frequency of position verification.

12.13.17 TRACK HISTORY

The ECDIS should be set to display the vessel’s track history. This provides a quick indication of
set & drift and can also help identify a GPS offset.

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12.13.18 DEAD RECKONING (DR)

This facility can be used as an easy check to ensure gyro heading and log speed broadly confirm
the actual COG input from the GNSS.
12.13.19 ECDIS AND COLLISION AVOIDANCE
1. ECDIS, even with radar overlay, ARPA track display, or with AIS overlay activated, should
never be used in isolation for collision avoidance.
2. The responsibility for actions relating to collision avoidance belongs to the OOW and
radar remains the primary tool for collision avoidance.

12.14 PLANNED MAINTENANCE AND MANAGEMENT OF ECDIS

The ENC records and ECDIS maintenance shall be maintained in NP 133C.The maintenance
routines from the manufacture’s manual must be consulted following shall be included in the
vessel’s PMS:
1. Input sensors shall be checked periodically to confirm that performance is satisfactory.
2. Power backup to the ECDIS must be verified. This shall be from the Ships emergency
source.
3. UPS – system(internal/external), if fitted, shall be checked periodically to ensure the
continuous operation of the ECDIS. Battery to be replaced as required by the
manufacturer.
4. As ECDIS is software and firmware dependent, updates to applicable software and
firmware to meet changes in IMO and IHO regulatory requirements are needed.
5. This applies in case of retrospective changes to regulations which apply to all relevant
ships. This shall be carried out six monthly or as an when updates are available.
6. All ECDIS manufacturers (OEM) are obliged to update the IHO on the latest versions of
ECDIS software as provided by them. Vessel can download this information on latest
software and firm ware or ask the vessel superintendent to send it.

Vessels may also contact IHO at info@iho.int<mailto:info@iho.int> for obtaining this

information.

7. When the backup to ECDIS is an ENC system, same must be tested periodically and
familiarised.
8. Master should refer to the manufacturer’s instructions when handling ECDIS failures and
malfunction. Instructions/ procedures from maker’s manual should be kept handy for
dealing with failures.
9. Vessels should maintain adequate spares on board as per manufacturer’s instructions
ECDIS to be listed under critical equipment.

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10. Temporary files need to be deleted or old log files need to be cleared out as per
manufacturer’s guidance to avoid clogging up the system and slowing down the
operation.
11. User password allows the navigator to make minor setup changes (non-critical) to ECDIS
and this password shall be known to all navigating officers.
12. Administration password permits user to make critical set up changes and shall only be
accessed by the Master.
13. Administration password shall be included in master’s handing over notes.
14. ECDIS will give audio-visual alarm to the duty officer in the event of breach of set values,
the audio setting should NEVER be put to MUTE.
15. Each time alarm is activated it should be acknowledged, verified and necessary corrective
action taken.

12.15 INSPECTIONS & VERIFICATION

1. Verification of updates on ENC cells to be carried out by Master weekly once and record
it on the NP 133-C & OP-29 form.
2. This may be done by checking the ENC update status report and Digital catalogue for
the active route to confirm if any ENC cells pertaining to voyage missed out for
correction/update.
3. Verification of the correction procedure should include Navigation Warnings and T&P
notices.
4. Visiting Superintendents and 3rd party inspectors may also check that the ECDIS has
been correctly updated.
12.16 ECDIS FAILURE
Failure of ECDIS is recognised as a hazardous situation depending on the redundancy and the
use. Failure can be of one or more sensors on a single unit or failure of both the units. There
may be various Equipment scenarios depending upon the usage of the vessel (Primary or
Secondary means of navigation).

Checklist ECDIS Failure and ECDIS Sensor Failure shall be used on board, as
required.

12.17 DRILLS
1. Drills must be held for GNSS input failure, Gyro input failure, Speed Log input failure and
Primary ECDIS failure.
2. Vessel specific procedures must be made for each of these scenarios and shall be placed
on the Bridge for easy reference.

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3. Above procedures shall be reviewed during a table-top exercise involving the Master
and all deck officers and practiced by each watch-keeper as per the “Drill and Training
Planner”.
4. The ECDIS Failure and ECDIS Sensor Failure checklists must include the considerations as
a minimum with sufficient ship specific details particularly with respect to switching
from primary to secondary means of navigation.
12.18 RECORDS
1. OP-01 - Passage plan form and checklist
2. OP-16 - ECDIS Familiarization checklist

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13. CHARTS, PUBLICATIONS, RECORDS

13.1 PURPOSE
The purpose of this procedure is to provide guidance to the vessel with respect to carriage and
upkeep of ENC, charts and publications and maintaining records.

13.2 PROCEDURES
13.3 CHARTS AND PUBLICATIONS
ENCs (Electronic Navigation Charts) to be used for navigation.
For areas not covered by ENCs, appropriate up-to-date paper chart to be used for the intended
voyage. Such paper charts should be sourced through authorized chart distributor or local
agents.
The correction of Light Lists and Admiralty Lists of Radio Signals shall be delegated to the Third
Officer.
The responsibility of auditing the quality and accuracy of the work undertaken by the Third
officer remains with Second Officer.

13.4 NAUTICAL PUBLICATIONS

13.4.1 DIGITAL NAUTICAL PUBLICATIONS
Admiralty Digital Publications (ADP) have been designed to meet SOLAS carriage requirements
and, where approved by the vessel's Flag State, can replace the requirement for carriage of
traditional Admiralty paper publications.
The computer used shall be dedicated for information storage and retrieval. It shall always be
connected to the emergency source of power.
Back up arrangement for the publications should be available as per the flag state requirements
and shall be installed on a separate computer.
ADP shall be always kept updated by the means available from the service provider.

13.4.2 DIGITAL PUBLICATIONS (NON-ADMIRALTY BOOKS)

Publications may be carried in the form of electronic media such as CD-ROM in lieu of hard
copies. Acceptable publications in electronic form should be those issued by IMO or an
Administration or a body authorized by an Administration to ensure correctness of their contents
and to safeguard against illegal copying.

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A medium could either contain a publication or as many publications as possible. In any case, the
media should be treated in accordance with the document control procedures including
procedures for timely update.

The publications for emergency use, such as the International Code of Signals and the IAMSAR
Manual should always be available in the form of hard copies.

Some of the eBooks may also be available in the software as provided by the authorised service
providers. These may be enabled on the vessels after liaising with the marine superintendent.
If publications and backup arrangement are in electronic format, it should be endorsed on Safety
Equipment Certificate, Form E.

13.4.3 PAPER PUBLICATIONS

The Nautical Publications will be supplied in accordance with the chart folios carried onboard.
The company may employ a specialist chart contractor to supply publications as per the
applicable folios to all vessels in the fleet.

13.4.4 REFERENCE PUBLICATIONS

The Company recognises the importance of certain Reference Publications, which complement
the Company’s Operating Manuals. These Publications are supplied to each vessel according to
the ship type. An index of publications to be carried is contained in the Standard List of
publications. Officer ordering them shall ensure NO DUPLICATION or multiple copies of the same
publications are ordered which are already available in Regs4ships

13.4.5 REG4SHIPS
Regs4ships is an updated, searchable, maritime regulation database that combines Flag State
compliance documentation with IMO, ILO & EU legislation to provide an overall regulatory
solution. The database includes a search tool, keywords, subject index and, importantly, fully
corrected content making the management of ever-changing safety and pollution regulations
simple.
Regs4ships is intended to remove regulatory uncertainty both onboard and in the office. Here
are three examples:
All MEPC corrigenda are not only included but the applicable text is extracted and incorporated
into the referenced MEPC Annex.
SOLAS amendments will have the amendment applied to the SOLAS chapter and regulation.

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Flag/IMO/ILO documentation is often related but hard to find and not always obvious. This has
been made convenient by including an Associated Documentation section on every page, putting
all related documentation at your fingertips.

Master shall ensure that the REG4SHIPS module is kept updated on main and back
up PC via weekly OTA (Over the air) updates

13.4.6 PAPER CHARTS

If paper charts are provided on board as secondary means of navigation or take-home charts
following shall be complied.
They are enrolled to automatic chart management system with a specialist chart contractor.
Chart contractor will ensure auto supply of new edition of charts /publications and weekly
notices to mariners to vessels.
When for any reason, such as a change in the vessel’s trading area, the Master determines that
he requires additional or replacement charts he will request their supply through the appointed
Chart Contractor by e mail, but if supply by the Chart Contractor is impracticable due to time
constraints the Master is authorised to obtain charts locally.
Paper charts in use should not be torn, stained, or worn out such that, detail was likely to be
obscured from the user.

13.4.7 PAPER CHART CORRECTIONS

Chart correcting should be carried out in with the guidance found in the publication “How to
keep your Admiralty Products Up-To-Date”, NP 294.
Use NP-133A for maintaining all records regarding receiving and updating of paper charts.
Obtain the updates weekly from NTM or from a service provider.
On completion of the correction, write the NTM correction number on the bottom left corner of
the chart.
Update the entry in the NP133A against the chart corrected with a crossed single slanting line.
When using NTM tracings, mark the corrected tracing with a crossed single slanting line.
Retain the NTMs (electronically or paper copies) on board for 36 months.
The Navigating Officer shall correct all voyage charts for the relevant T&P corrections in pencil
and write the number and week of the correction on the bottom left-hand corner of the chart.
Maintain a T&P Correction file, sorted area wise as per the Annual Summary of Admiralty notices.
T & P notices should be rubbed out as soon as the notice is received cancelling them.

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If the vessel is unable to receive the electronic correction, the Master shall request the service
provider keeping marine superintendent in copy, to send corrections.
A valid certificate of service agreement with the service provider shall be available on board.

13.4.8 ANCILLARY CHARTS

In making a complete appraisal of the passage plan, ancillary charts need to be referred. Ancillary
charts include
Routeing charts
Security charts,
Planning charts,
Gnomonic charts,
Load line charts
Any other charts which may be used on board as an aid to navigation.
All vessels shall carry required and up to date ancillary charts necessary for the intended voyage.

All vessels shall be provided with the weekly notices to mariners on a regular basis. This may
be through the authorised service providers or any other source

Correction of Thematic charts: Routeing charts, Admiralty routeing guide, Port approaches guide.
The corrections shall be provided and recorded as the paper charts mentioned above and
recorded
Correction of Gnomonic charts: Gnomonic charts in case carried on board to be corrected by
using the Weekly NTM and a record to be maintained like Thematic charts

13.4.9 CORRECTION OF MARITIME SECURITY CHARTS

Maritime security charts are distinguished with ‘Q’ series. The updates for these charts are
published by Admiralty as Security Related Information to Mariners (SRIM). This information
needs to be updated to specific Q series charts so that latest security-critical navigational
information can be utilized on board. SRIM are provided to vessels through NTM or available on
admiralty website through below link:
https://www.admiralty.co.uk/maritime-safety-information/security-related-information-to-
mariners

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13.4.10 CORRECTIONS TO PUBLICATIONS

Sailing Directions are revised approximately every 3 years. Corrections to Sailing Directions are
contained in Section IV of the weekly NTM and should be kept in a separate file.
Amendments in force at the end of the year are reprinted in the Annual Notices to Mariners.
When using Sailing Directions, this list should be consulted to check for any amendments
affecting the area.
It is not recommended that corrections be stuck in the Sailing Directions.
Corrections to admiralty list of lights and fog signals (ALL) and Admiralty List of Radio Signals
(ALRS) are contained in Section V & VI of the weekly NTM. Relevant corrections should be stuck
in the affected publication. Small changes should be made in pen directly.
Record of amendments must be filled up in the relevant publication

13.4.11 NAVIGATIONAL WARNINGS ON PAPER CHARTS

The Navigating Officer shall:
All nav –warnings affecting the area of 20 miles on either side of the vessel’s track must be
plotted on the paper chart and recorded in the passage plan.
However, warnings such as firing practice zone or dangers of similar nature must be plotted up
to 60 miles from the vessel’s track and recorded in the passage plan.
Set and monitor the Sat C prior entering a new Navarea
Check that warnings as listed in the weekly “Navarea warnings in force” are available.
Print and file the warnings in a separate file as per the list of Navareas
Check and make corrections for affected area and inform other watchkeepers. Make a note at
the bottom of chart in pencil.
Inform Master if route needs to be changed or any other concern arises
Initial and mark the printout of warning with appropriate remark such as ‘Plotted on Paper chart
(with number)’ or ‘Not applicable’
Cancelled warnings must be deleted from the Navtex, EGC files and the corrections entered on
charts must be removed
Warnings for Navarea I is included in the NTM. Warnings for all other areas are received from
service provider (such as Digitrace, E-mariner and Chartco) or can be directly downloaded from
the websites details of which can be obtained from ALRS.

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13.4.12 CHART CATALOGUE AND PUBLICATIONS INDEX

The chart catalogue must also be kept updated and is the responsibility of the navigating officer
to ensure the same.

13.4.13 CANCELLED CHARTS

New Editions of charts and publications superseded, are forwarded to the vessel at regular
intervals. The chart must be retained until the new edition is received, as it may be required.

When a chart is cancelled the word “cancelled” shall be written on the face of the chart and
the chart removed from the bridge. If required for navigation, it is to be used with caution.

13.4.14 INSPECTIONS
Master must carry out checks of charts and publications to ensure that the corrections have been
applied correctly.
Below minimum guidelines to be followed and all below checks to be recorded in form OP-29
(Weekly charts and publications correction verification form).
Every week ENCs corrections to be checked on primary and back up ECDIS, entries pertaining to
this must be recorded under relevant sections of NP 133C and initialed by Master.
Every week Master should check the certificate generated from ADP, ENP and confirm all
publication are updated to latest NTM
Master should check paper charts on board are corrected to the latest Weekly NTM. entries
pertaining to this must be recorded under relevant sections of NP 133A and initialled by Master.
Also, random checks of paper charts and paper publications shall be carried out weekly, same
shall be carried out as follows:
For Paper Charts, Master should check at least 5 voyage and 5 non voyage charts against latest
NTM.
For Publications ie. ALRS, ASD, ATT & ALL (if maintained), Master must check at least 2
publications against latest NTM to ensure that the corrections have been applied correctly.

13.5 LOGBOOKS
The Master shall ensure that all logbooks are completed as per company’s instructions. It is
essential that these books are kept as a clear and accurate record of the activities of the ship

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13.5.1 MANOEUVRING ORDER BOOK

A Bridge Movement Book shall be maintained to record all movements both at sea and on arrival
and sailing from port.
The main times and events are to be copied into the Deck Logbook. This book should be seen as
an event book covering all relevant data concerning the vessel at sea and during manoeuvring.
All communications on VHF with vessels, Pilot station, Port authorities etc. must be recorded in
this log.

Ensure that records of navigational activities are not unnecessarily duplicated.

13.5.2 DECK LOGBOOK

Mistakes must be crossed through once in ink, the correct entry made alongside it, and the
correction initialled by the person who made the correction (an alteration which obliterates the
original entry is liable to misinterpretation in a court of law). It will form a main part of the
collection of evidence where the ship has been involved in an incident and will accordingly be
scrutinised by inspectors and surveyors.

No alterations or erasures, however trivial, must ever be made and pages must not be torn
out.

To maintain uniformity in the colour of the ink, its suggested to use only one colour (either Black
or Blue), while filling up the logbook.
Software systems meeting requirements of IMO, Marpol, SOLAS and flag states may be an
acceptable means of logbook entries

13.5.3 POSITION / ECHO SOUNDER LOG

Entries should be made in the logbook at least on hourly basis. Position from one GNSS should
be cross checked with second GNSS and logged down once every 4 hours in this. This log should
also contain information about charted depth and actual UKC.
The date, time, and position of switching the Echo sounder on/off should be recorded in the log.
The start and stop date and time of the recording should be marked on the Echo sounder printer
paper or electronic device, as available on board.

Where paper charts are in use, then GNSS positions are recorded every hour in the logbook.

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13.5.4 COMPASS ERROR LOG

Observations by azimuth or transit to determine the error in Gyro and magnetic compasses must
be made at least once a watch and after every major course alteration.
A record of these observations must be kept in the Compass error log. For the sake of clarity, it
is recommended that the Voyage details (No, from, to) are mentioned at the start of each
voyage.
Transit bearings should be taken whenever the opportunity arises (specially restricted or pilotage
waters) and the observations must be logged.
Where it is impractical to take an observation during the watch, this should be recorded.
For vessel fitted with 2 independent gyros, Master should ensure that error for both gyros are
calculated at regular interval and logged.

Consistently high gyro errors should be investigated, and corrective action taken.

13.5.5 GMDSS LOG

Entries in the GMDSS Radio Logbook must be made strictly in accordance with the instructions
for completion contained in the book.
Daily, weekly, and monthly checks to be recorded in this log.
The requirements relating to the retention of radio logs are determined by the flag State and the
ITU Radio Regulations. Master shall ensure that the requirements are complied with.

13.5.6 SIGHT LOG

All sights taken by OOWs shall be recorded in the sight log.

13.5.7 ENTRIES
All entries in all above logs are to be made clearly in ink (ballpoint pen). Errors are to be neatly
scored through once with a single line and initialled by the writer.

The use of pencil is prohibited, as is the use of erasing materials such as ink rubbers
and typing correction pens or whiteners.

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13.6 GUIDANCE
Bridge team shall be guided by this table for proper maintenance of logbooks
Type of Log Master Ch. Off. Second Off. Third Off. Add. Off.
Maneuvering order book A R R R R
Deck Logbook A A/R R R R
Position / Echo Sounder
C R R/A R R
Log
Compass Error Log C R R/A R R
GMDSS Log C R R/A R R
Sight Log C R R/A R R
Bridge Eqp. Maint. log I C R/A C C
Chronometer Log I - C R/A -

R = Responsible (Officer responsible to do the work)

A = Accountable (Officer who make sure the work gets done)
C = Consulted (Officer who provide input before and during the work)
I = Informed (Officer who are kept informed of the progress)

13.7 RECORDS
1. Chart correction log (NP 133A)
2. T&P Notice file (Uncontrolled)
3. (OP-08) Manoeuvring order book
4. (OP-07) Deck Logbook
5. (OP-21) Position / Echo Sounder Log
6. (OP-10) Compass Error Log
7. (OP-22) GMDSS Log
8. Sight Log (Uncontrolled)
9. Bridge Equipment Maintenance log or PMS (Uncontrolled)

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14. ICE NAVIGATION

14.1 PURPOSE
The purpose of this document is to provide the necessary information and to raise
awareness of the standards required to navigate vessels in extreme cold and in ice.

Vessels without ice class notation shall not trade in ice. If a vessel without ice
class notation encounters ice infested waters the vessel shall be stopped
well before reaching the ice edge and notify the Marine Superintendent.

14.2 PROCEDURES
1. Masters and Deck Officers should have attended an in-House Ice Navigation
training course prior joining an ice class vessel.
2. Helmsman should be trained for ice navigation.
3. Correct PPE must be available for the crew. This should be checked prior
entering ice infested areas.
4. Upon receipt of voyage instructions or proposed instructions to ice infested
area, master shall:
a. Complete a level 2 Risk Assessment and send it to Marine Superintendent.
b. Ensure compliance with checklist OP-05, OP-14 and TE-14.

A thorough contingency planning by the shipboard management team shall

be carried out, in the winterizing of their vessels. As always, the ultimate
responsibility for the safety of the vessels lies with the Master.

5. The following list is of the areas where vessels may be exposed to ice and
extreme cold temperatures, in their winter months:
a. St Lawrence Seaway (specific local requirements)
b. Baltic
c. Russia (White Sea)
d. Russia (Pacific Coast e.g., Nakhodka)
6. Additionally, ice may be seasonally encountered in the following areas:
a. North America (USA and Canada)
b. Northern Europe (especially Scandinavia)
c. China
d. Korea
e. Japan
7. The Master shall take con of the vessel during ice navigation and can be relieved
from this duty by the Chief Officer.

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8. Masters shall have full authority to abandon the voyage, if carrying on to a

nominated port would expose the ship to serious danger.
9. If having considered the situation, including advice from local ice pilots,
icebreakers etc., a Master decides to abandon his voyage he must immediately
inform the Marine Superintendent.
10. Prior ice navigation, masters shall ensure they have sufficient information on:
a. Speed in ice conditions
b. Manoeuvring requirements in ice channels
c. Ice convoy procedures
d. Night navigation
e. Vessel loaded to ice belt (ice classed ships)
11. When trading in Polar waters following additional regulatory requirements to be
complied with, mentioned in:
a. International Code for Ships Operating in Polar Waters (Polar Code)
b. Vessel specific Polar Water Operational Manual (PWOM)
c. Ship Reporting Systems
12. Additional certifications required for vessels navigating in Polar waters shall
include:
a. Polar ship certificate
b. Record of equipment for the polar ship certificate

14.2.1 PASSAGE PLANNING

1. In addition to the normal company requirements on passage planning, the vessel’s
Passage Plan should include all relevant information with respect to ice and cold
weather possibilities along with all the sources of information available.
2. Deviation from Passage plans is inevitable due continuous changes in ice conditions
with regards to ice concentration, ridges, open leads, and path followed by Ice
breakers whilst under convoy.
3. TSS (Traffic Separation Schemes) may be suspended in ice conditions. This
information is transmitted via Navtex.
4. On some passages the vessel transit is continuously monitored by VTS and
instructions are issued to follow the recommended route.

14.3 CALLING THE MASTER

When ice is sighted, the OOW shall:
1. Call Master.
2. Take the required action to ensure the safety of the crew and vessel.
3. Reduce speed in the vicinity of ice or stop the vessel for a period that is deemed
necessary.

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14.4 NAVIGATING IN OR NEAR ICE

1. The Master should not try to keep the vessel on a straight track but try and find
the easiest way in the ice (see the below figure) and observe careful use of the
engines.
2. The OOW shall regularly plot the vessel’s position on the ECDIS according to
master’s orders and inform the Master or the Chief Officer about nearest
dangers.
3. Lookouts shall be increased entire sector forward of the vessel’s beam must be
continuously monitored.
4. Use of Ice Projector lights / Spotlights.
5. Sufficient residual stability shall be maintained as vessel might experience loss of
GM due to ice accumulation on deck.
6. Since the course of the vessel changes constantly the frequency of positions
should be increased even if the vessel proceeds under icebreaker assistance.
Company requirements for Under Keel Clearance should be followed.

Master shall ensure to never force the ice. In case of any doubt, never to
proceed through the ice without ice breaker assistance.

14.5 POSITION FIXING

OOW shall pay close attention while identifying the Radar conspicuous objects for
position fixing. The shore features or coast lines could be obscured due to the presence
of ice pile up. Moreover, accuracy of GNSS maybe effected in Polar regions

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14.6 APPROACHING THE ICE

The Master must be familiar and be aware of:
1. Vessel’s certification regarding navigation in ice.
2. Ice Class limitations
3. Minimum draft for navigation in ice as the vessel should be loaded to the ice
belt when entering ice infested areas.
4. The propeller and rudder is maintained below the ice level at all times.
5. Requirement of an icebreaker.
6. Vessel’s condition, as the vessel must be upright, without any list.
7. All possible information about the ice situation and weather forecasts.
8. External equipment and systems are ready for the ice navigation.

If vessel drifting on to shallows or danger to navigation, with no assistance from

Icebreakers, Agents, or Coastal authorities, treat the incident as an Emergency
and contact Marine superintendent as soon as possible.

14.7 ENTERING THE ICE

1. Follow the route recommended by VTS
2. Plan to arrive at the ice edge during daylight hours.
3. Vessel may take an “Ice Pilot” / “Ice Advisor” where these facilities are available.
4. Vessel shall enter the ice with slow speed or with a stopped engine and at right
angles to the ice edge.
5. When the bow touches the ice, the vessel can gradually increase speed.
6. Use every opportunity to follow leads through Ice.
7. Give wide berth to Icebergs, bergybits, growlers, Ridges, hummocks.
8. The Master should inform the local Authorities, icebreaker (if appropriate) and
the Company about entering the ice, providing the following information:
a. the date and time (UTC)
b. vessel’s position
c. ice type, thickness and concentration
d. wind force and direction
e. any ice accumulation on the ship
f. sea and air temperature.

If a ship incurs a delay waiting outside the ice fringe for an improvement or stability in
wind conditions, the Master must inform the Marine superintendent. The commercial
operation department, the charterer, agents and the consignees at the receiving port
should also be notified. Information regarding the likely duration of the delay,
estimated on the basis of weather forecasts shall be passed on to them.

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14.8 SHIP HANDLING

The basic ship handling rules generally apply in ice navigation are as follows:
1. Avoid stopping vessel in ice and keep moving, even very slow, but keep moving
2. Try to work with the ice movement and not against it
3. Always proceed on slow speed in prevailing ice condition, excessive speed leads
to ice damage
4. Limitations of ship manoeuvring characteristic should be borne in mind while
negotiating ice
5. If the vessel becomes beset in Ice, then monitor the vessel ‘s drift continuously
re-evaluating dangers to navigation in the immediate vicinity.
6. Simultaneously seek the services of the Ice breaker to render assistance as soon
as possible.

14.8.1 SAFE SPEED IN ICE

Speed of the vessel shall depend on:
1. Visibility
2. Type, Hardness, and thickness of Ice.
3. Concentration and the amount of open water or leads.
4. Vessel’s Ice class and Engine power.

Master shall ensure that:

1. Ship’s speed must be reduced so as, just to manoeuvre.
2. The engine must be ready:
a. To go full astern and stop the vessel at any time.
b. To give full power immediately in order to keep the vessel moving.

14.8.2 MOVING ASTERN

1. The rudder and propeller are the most vulnerable parts of the vessel and can be
damaged by moving astern.
2. If the vessel is proceeding astern put the rudder amidships. The engine should
run dead slow astern until the vessel is fully stopped.

If the vessel is proceeding astern in broken ice, do not run the engine ahead
or stop it till the vessel comes to a halt. The vessel could damage her
propeller.

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3. The Master shall check the ice astern. Large floes can damage the propeller or
rudder.

14.8.3 STOPPAGE IN ICE AND COMMENCEMENT OF MOVING

1. If, for any reason, a vessel is stopped in the ice, a check of the ice around the
vessel shall be maintained at all times. There should not be any big ice floes with
fine edges pushing against the vessel’s hull. If a vessel is forced to stop close to
the shore her bow should be in seaward direction. If a vessel is stopped in close
ice, the rudder should be put amidships, and the engine should be run dead
slow/slow ahead.
2. Bridge team must remember that before starting to move into ice, the engine
should be run ahead in order to wash the ship’s stern clear - only then the
rudder can be used (tested).

14.8.4 ICE NAVIGATION IN DURING PERIODS WITH RESTRICTED VISIBILITY AND

NIGHT
1. A vessel should use radar and proceed with reduced speed in order to avoid
strokes against ice floes.
2. The Master should be careful when using the radar. Smooth ice could appear on
the screen as open water and open water with small floes as an ice field.
3. Both radars must be adjusted and should frequently be switched between
ranges.
4. Target boost should be avoided since this can make it difficult to interpret the
radar picture.
5. The accuracy of the radar for evaluation of ice concentrations is considered to
be around 10 to 20%.
6. During night-time good searchlights must be used.
7. If poor visibility is expected to last for a certain amount of time the vessel can
still proceed through ice provided:
a. Updated weather forecast is available
b. Master must be certain that the vessel is capable of forcing the ice without
any damage to the vessel.
c. Information concerning the size of ice zone which the vessel is expected to
pass has been obtained.

Stop and wait for daylight or when visibility improves considerably whichever occurs earlier.

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14.8.5 MANOEUVRING WHEN A VESSEL IS BESET

To avoid vessel from imminent danger consider executing this manoeuvre below:
1. Go ahead and astern at full power whilst moving the rudder from port to
starboard which will shift the ice aside. Whilst going astern exercise extreme
care to avoid ice going through the propellers.
2. Alternate ballast to port / starboard to list the vessel and change the
underwater shape. It is more effective in older generation vessel than in present
day vessels.
3. Another safe manoeuvre rather than using the ballast tanks for listing is to
change ballast (Filling and emptying of fore and after ballast tanks).
4. Backing onto Ice: Rudder Amidships. Dead Slow Astern.

14.8.6 ICE BREAKER ASSISTANCE

1. An icebreaker may refuse to assist a ship if any of her equipment, required for
the ice navigation is inoperable, or the strength of the hull and engine power is
not sufficient for safe passage through existing ice.
2. Any damage to the vessel that may influence safe navigation must be reported
to an icebreaker immediately.
3. All instructions from the icebreaker should be followed.
4. Distance between vessels must be maintained at all times.
5. If own speed decreases the next vessel in convoy must be warned immediately.
6. In the event a vessel becomes ice-bound and cannot move she must advise the
convoy about it immediately.
7. In the event of an icebreaker or the next vessel ahead becoming ice-bound, the
Master should run the engine full astern and/or put the rudder hard-over from
side to side in order to avoid hitting the icebreaker or the vessel ahead.
8. Master should ask the stopped icebreaker/vessel to run her engine full ahead.
9. They must advise the convoy about their action by VHF immediately.
10. If the icebreaker is steering on an opposite course in order to make a vessel free
the engine must be running full ahead.
11. If an icebreaker is steering along a vessel from stern to bow in order to make a
vessel free the Master should:
a. As soon as an icebreaker is close to the vessel run the engine by slow ahead
b. When the icebreaker stern is opposite of amidships of the vessel run the
engine full ahead according to the order of the ice breaker
c. When the icebreaker stern would be close to the vessel’s stem the bow
could move towards the icebreakers stern and could lean-on an icebreaker.
To avoid such situations a vessel should put her rudder to the opposite side
d. As soon as the icebreaker’s stern passes by the vessels bow a vessel should
put her rudder to the icebreaker’s direction and follow her.

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12. At all times a vessel must be ready to attach a towing hawser. The crew must be
ready to release it instantly. The engine of the towed vessel may only be used
according to the icebreaker’s orders.
13. Occasionally an icebreaker tows a vessel on a short stay. In this case the towed
vessel is hauled close-up into an indentation at the icebreaker’s stern. If a vessel
is being towed on a short stay the helmsman should keep the icebreaker masts
in line.

14.8.7 ANCHORING
1. Anchoring is generally not feasible in ice or if ice is expected.
2. When a berth is unavailable for whatever reason, the normal practice is to stop
the vessel in the ice in a safe area.
3. Position fixing must be maintained to confirm that the vessel is not drifting into
dangerous or shallow water areas.
4. The engines should be used as required to keep the propeller and rudder clear
of any potential build-up of ice.
14.8.8 ENTRIES IN THE DECK LOGBOOK
During ice navigation the vessel’s course and speed is changing constantly. Entries in
the Logbook should show:
1. Position.
2. General course and average speed.
3. Ice description around a vessel (kind, concentration, thickness).
4. Any stoppage and reason.
5. Any changes of water level in ballast tanks (bilges).
6. Name of icebreaker, time icebreaker assistance commenced/completed.
7. Convoy ordered speed and distance.
8. Name of the vessel ahead/astern.
9. VHF channels.
10. Icebreaker’s towing assistance, if any.
11. Distance in ice.
14.8.9 MOORING IN ICE INFESTED PORTS
1. When mooring in ice infested ports extra spring lines forward must be used. If
using 4 spring lines forward, then maximum 2 on each bollard ashore. Once
spring lines are tight the main engine must be running ahead to keep the stern
free of ice. Rudder is then slowly moved from side to side (frequency depending
on quantity of ice flow along vessel stern but can take up to 6 hours).
2. Once the ship is secured, all efforts must be made to keep the ship alongside
and not to allow ice to force its way between the ship and the dock.

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3. If the dock is in a river or in a strong tidal area there is nothing that will keep the
ship alongside if the ice is moving. The prudent thing to do is to move the ship
off the dock before the situation deteriorates.
4. The ice conditions can change quickly when alongside a wharf and, for this
reason, it is desirable to always keep the engine(s) on standby.

14.9 GUIDELINES
1. Wherever possible, consideration should be given to the master’s and deck
officers being placed on ice bound vessels as a supernumerary. This will enable
them to gain practical experience prior joining their own vessels.
2. Management team should treat ice and extreme cold with the utmost respect.
3. Operations in extreme cold environments are perhaps the most demanding and
challenging that a vessel and her crew may experience. The extreme cold
reduces the crew’s efficiency considerably. In addition, sensitive deck-mounted
equipment and pipelines are often at risk of damage if precautions are not taken
in time. There is also the risk that ice damage to vessels may result in oil spills.
4. Extreme cold causes damage to cargo, vessel equipment and injuries to the
crew, while navigation in ice causes damage to the hull, propellers and/or
rudder.

14.9.1 HAZARDS IN ICE INFESTED WATERS

Hazards should be identified, and a Level 2 Risk assessment shall be carried out. The
hazards include but not limited to:
1. Lack of Proper ENC’s or Charts.
2. Absence of proper position fixing aids in the region.
3. Increase in traffic density especially in the Baltic region.
4. Vessel unable to give ways as per COLREGS because of heavy ice condition and
difficulty experienced in manoeuvring.
5. Larger Turning circle.
6. Poor visibility due to Snowfall, fog.
7. Severe condensation on the bridge window and Ice accretion on the outside
window

14.9.2 APPROACHING ICE

One of the most reliable indications of the presence of an ice field is ice blink. This is a
whitish glare in the sky, on the horizon due to the intense reflection of light from the ice
surface. The sea appears black beside the ice. The temperature of the seawater and air
reduces. There could be some small separate ice floes before the ice accumulation.
Waves and swell become lower if the wind is blowing from the ice edge.

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14.9.3 SAFE SPEED IN ICE

The most important law of physics vital to ice navigator should be displayed at a
conspicuous location on the bridge which is -
Force of Impact on Hull is directly proportional to (Speed)2
For e.g.- If a vessel strikes heavy Ice at 3 knots, the impact force would be 9 times as or
at 10 knots would be 100 times. The consequences of this can be disastrous causing
damage to hull.
Force of Impact on Hull is directly proportional to Product of Displacement x (Speed)2
For e.g. – A large size vessel moving at an excessive speed will cause more damage
when striking heavy ice compared to a small vessel at same speed due to the
displacement factor in this case.
It is more dangerous for a large vessel to proceed at an excessive speed at night or in
reduced visibility through ice infested waters than for a small vessel because of the
difference in stopping distances

14.9.4 ECDIS
When vessels navigate in ice various ice charts and observation data can be used as
described earlier on.
1. It could be of importance to plot/mark relevant ice information on the ECDIS
screen such as drifting ice bergs, ice boundaries and other ice data to be able to
assess where the voyage can be planned to obtain the safest route.
2. During the passage if ice information changes the information can be altered on
the ECDIS screen so the OOW constantly can follow the expected ice situation.
3. Vessel’s ECDIS has various features for such markings, and it must be agreed on-
board what features mark what ice situation and this must be described in the
passage plan. If another OOW changes the ice data on the ECDIS screen during a
watch same feature for marking as agreed must be used.
4. Marking can also be done on most ECDIS systems using comment fields.

14.9.5 VESSELS MANOEUVRING ABILITY

1. It should be remembered that a build-up of slush or ice on the vessel’s flat
bottom is directly proportional to the vessel’s trim.
2. The more trim that a vessel has, the more ice and slush accumulation can be
expected.
3. The hazards associated with this include:
a. An actual increase in the vessel’s draught
b. Significant changes in the manoeuvring and handling characteristics.

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c. Changes in the vessel’s buoyancy and stability.

4. Handling and manoeuvring are adversely affected fairly quickly – in anything
other than loose ice.
5. As a rule of thumb, if the ship is stopped in 30 or 40 cm. ice, when getting under
way unassisted the turning circle may be so big (due to constraints on power
and rudder angle, that hazards 1 mile away may not be avoided.
6. Under these circumstances, if the ship is to turn to stbd., the breaker should
work on clearing the port side, to enable the stern to swing to port.
7. Issues here include limiting rudder angle to a maximum of 10 or 15 degrees to
avoid rudder damage.

14.10 TRANSIT IN ICE

1. In order to avoid damage, a vessel must not proceed close to ice floes. There
could be underwater rams. Any strokes against the ice by the ship’s bow should
be avoided.
2. The Master should check the ice drift ahead of the vessel and the risk of ice
flows connected under the sea surface must be considered. During transit of
narrow passages between ice flows the vessel must be kept on a direct course
with equal distance to both sides of the passage (unless sub sea ice is sighted in
the narrow). If an ice lead requires a turn, the vessel’s bow should be kept close
to the inner side of the ice lead. Large alterations should be avoided. The Master
should avoid any strokes against the ice by the vessel’s stern. The vessel’s
rudder must be used if a vessel is proceeding ahead.
3. The use of the rudder in hard-over position can reduce the vessel’s speed and as
a result a vessel can be stopped.
4. If a vessel is proceeding from one patch of ice-free water into another and is
deemed to force ice, the Master/Chief Officer should try to find an easy way
even if the route would be longer. The vessel must not force ice between
junctions of the ice fields. The vessel could be nipped.
5. The Master/Chief Officer should be careful when the vessel is proceeding by
patches of ice-free waters. The vessel could be caught into an ice sack - patch of
ice-free water without any exit.

14.11 TURNING IN ICE

Remember that the vessel will always follow the path of least resistance.
1. Even with helm hard over a vessel will keep on turning in the opposite direction
when navigating through close ice of thickness 35cm-50 cm. The important thing
is to limit rudder movements in order to maintain the momentum and speed
and allow the vessel to follow the path of least resistance. However, vessel
should take corrective action in ample time if in the vicinity of shallow etc.

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2. Observe the Ice thickness, ice coverage on the vessel’s beam before altering
course i.e.- Observe Area around starboard beam prior altering course to Port
and vice-versa.
3. Execute changes of course alteration if possible, in an area of open water or in
relatively light ice as more power is required when turning in ice as the ship is
breaking ice with its length rather than its bow.
4. The diameter of a ship’s turning circle increases as the ice thickness increases.

14.12 VERIFICATION OF THE VESSEL’S INTEGRITY

1. Level of water in the ballast tanks (bilges) must be checked on regular intervals.
2. If available - steam must be applied to the sounding pipes and steam coil system
in the ballast tanks must be in use. Remote electronic readings can be used as
well.

14.13 MOVING ASTERN

If the vessel is proceeding astern in ice infested waters, free ice surrounding the stern
can lead to a sideways vector on the propeller, forcing the vessel stern to either a
starboard or port movement, depending on whether it’s a right or port handed
propeller. This can be devastating as the stern including propeller and rudder could
suffer severe damage if hitting the ice edge. If the stern is closing in on the ice edge the
vessel should put her rudder towards the ice edge and kick the engine ahead to avoid
damage. If a bow thruster is available this can be used as well, considering the quantity
of ice surrounding the bow.

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14.14 ADHESION
Passage through young ice during wintertime with low temperatures, snow might be
encountered. Snow has the ability of getting attached to the hull in which case the vessel
movement could be interrupted. In this situation the Master should perform a series of
rudder movements to prevent this adhesion of ice. If needed, various engine manoeuvres
can be performed as well. In addition, a bow thruster can be useful, if such is available.

14.14.1 BESET OR NIPPED

Although the ice seems motionless it must not lead to the assumption that the situation
is static. Ice must be considered to be on a constant move.
A vessel can be stuck in the ice. This situation is called either being Beset or Nipped.
A vessel being beset cannot be controlled but is not under pressure from the ice.
Nipped is a vessel which is being beset and under pressure from the ice.
Signs of a vessel being nipped are:
1. The vessel is shaken,
2. Strange noises may be heard,
3. A list suddenly develops,
4. The ice looks motionless from one side but from another side it “flows” like a
river,
5. The ice is growing up along the vessel’s side and crashes
Beset/nipped situation should be avoided if possible, considering the risk of being
adrift into shallow areas. Company UKC procedures must be adhered to.

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14.15 AILING IN CONVOY

1. When ice has formed in the approaches of ports, vessels should contact the
Icebreaker Service for details of assistance, which can be available. The ship will
be given instructions on ice navigation routes or a rendezvous position for an
ice convoy. Ships in ice convoy should follow the instructions of the controlling
icebreaker.
2. The Master of the vessel is responsible for the safety of navigation and safety
of the vessel even if the vessel proceeds under icebreaker assistance.
3. The speed of the convoy mostly depends upon the work of the icebreaker and
the other vessel(s) in the convoy. The Master must be patient and polite. In
case the Master has any doubts about safe speed and/or distance they must
inform the captain of the icebreaker and come to a common decision. If the
vessel is beset and waiting for an icebreaker, she should run her engine by
dead slow ahead.

14.16 MOORING IN ICE INFESTED PORTS

Berthing in ice-covered waters can be, and usually is, a long process, particularly in the
Arctic where normally there are no tugs.
1. When approaching a berth in ice-covered waters it is desirable to have an officer
stationed on the bow to call back the distance off the wharf or pier because a
variation in ice thickness can result in a sudden increase or decrease in the
closing speed of the bow and the wharf.
2. There are a multitude of considerations depending on ship size and berth type,
but the aim should be to bring the ship alongside with as little ice as possible
trapped between the ship and the dock face.
3. It may be accomplished by landing the bow on the near end of the dock and
sliding along the face, or by bringing the bow in to the desired location, passing
a spring line, and going ahead slowly so that the wash flushes the ice out from
between the dock and the ship.
4. Care must be exercised not to damage the wharf by contact with the vessel, or
by forcing ice against pilings.
5. The ship itself can be damaged by forcing unbroken floes of hard ice against the
unyielding facing of a solid berth.

14.17 SPECIAL PRECAUTIONS WHILE NAVIGATING IN WHITE SEA

1. Ice conditions in the White Sea mostly depend on tide and not the wind. As a
rule, there are polynyas along the coast and during low tide a vessel can find
easy ice conditions particularly near the capes. (Polynya is any non-linear shaped
opening enclosed in drift ice. Polynyas may contain brash ice and/or be covered
with new ice, nilas or young ice).

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2. It is strongly recommended never to cross depths of 10-20 metres. Ice

conditions could change any minute and a vessel could drift into shallow water
together with the ice.
3. If the wind is blowing from the coast for a long time a vessel can use polynyas.
The depths must be checked constantly. It is recommended to have some trim
to the bow.
4. In case of grounding a vessel can discharge ballast and become afloat without
any assistance. If a vessel has minimum permissible depth under keel she should
proceed with slow speed or just touch her engine from time to time.
5. Extreme caution should be followed when a vessel is proceeding near
hummocks (Hummock is a hillock of broken ice which has been forced upwards
by pressure). They could be Stamukha - grounded Hummocks. Collision with
Stamukha could lead to heavy damage. Under influence of the tide Stamukha
could become floated but then become grounded again. As a rule, a vessel can
meet Stamukha at a depth of 7-15 meters.
6. The weather must be monitored constantly and if there is any threat to close
polynias a vessel should try to proceed off the coast.

14.18 ICE EGG

The following example is a realistic Ice Numeral calculation based on ice “eggs” from
the Canadian Ice Service Daily Ice Charts.

Ice Egg Interpretation:

The Ice Regime consists of 8/10ths total ice
concentration of which: 1/10th is Old ice
and 7/10ths Thick First-Year ice. While doing the
calculation remember to incorporate
the 2/10ths of Open Sea.

Ice Numeral Calculations:

Type A ship: (1 x -4) + (7 x -1) + (2 x 2 for Open Sea ) = -7 Negative Regime
CAC 4 ship: (1 x -4) + (7 x +1) + (2 x 2 for Open Sea) = +7 Positive Regime
With Ridged thick first-year ice the Ice Numeral calculations would be:

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Type A ship (1 x -4) + (7 x -2) + (2 x 2 for Open Sea) = -14 Negative Regime
3 CAC 4 ship: (1 x -4) + (7 x 0) + (2 x 2 for Open Sea) = 0 [Positive Regime]
Conclusion:
While using the Ice Regime System, intentional entry into a negative ice regime outside
the Zone/Date limits is prohibited. While navigating in the Arctic, the Master or OOW
should consider several options to avoid encountering negative regimes:
1. selecting a safe route composed entirely of positive regimes,
2. obtaining more recent and / or higher quality ice information,
3. waiting for improved weather or ice conditions, or
4. requesting the assistance of an icebreaker by calling NORDERG (Northern
Canada VTS).
NORDREG and the CCG (Canadian Coast Guard) Icebreaking Superintendent will be able
to provide additional information to assist in these circumstances and will have up-to-
date knowledge of the positions of icebreakers.

14.19 RECORDS
1. OP-14: Ice Navigation, Winterized vessel.
2. OP-05: Cold Weather Precaution Checklist.
3. TE 14: Cold weather precaution for machinery spaces.
4. OP- 07 Deck logbook

14.20 REFERENCES
1. IMO A.1024(26) Guidelines for ships operating in polar waters
2. http://haavi.fimr.fi/polarview/
3. http://www.itameriportaali.fi/en/itamerinyt/en_GB/jaatilanne/#middle
4. The Mariner’s Handbook, NP100, Chapters 6 and 7
5. The Baltic Sea Reports Code and Areas, ALRS, Volume 3 (1)
6. International Ice Patrol (USCG) – ALRS, Vol. 3(2)
7. Ice Breaking Service – ALRS, Volume 6 (Now ADP)
8. Canadian Ice Service, ALRS Volume 3 (2)
9. Ice Navigation in Canadian Waters (TP 5064) published by Transport Canada.
10. Winter Navigation on the River and Gulf of St. Lawrence (TP 14335). Published
by Transport Canada. Available on the internet:
http://www.tc.gc.ca/media/documents/quebec-eng/winter.pdf
11. For tankers, latest edition of VIQ should be consulted prior entering into ice
infested areas and the technical department should be consulted if any
discrepancy between vessel equipment and requirements in VIQ is found.

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APPENDIX 1: SAMPLE MASTER’S STANDING ORDERS

Master shall make his own Standing Instructions for Navigation, Security,
Environment & Cargo Operations using the guidelines provided below. Company’s
requirements shall be adhered at all times, in addition, Master can include his own
requirements. The standing instructions for navigation must be made as a separate
document.
1. Nothing in these standing orders shall take precedence over any company,
international, local or flag state regulations, except perhaps where the
guidelines can be considered stricter.
2. The officer-on-watch (OOW) shall never leave the bridge unattended at any time
– if he deems necessary to leave the bridge for any reason, he shall call the
Master or another officer to relieve him and shall hand the watch over properly
before doing so.
3. The presence of Master on the bridge does not relieve the OOW from his
responsibilities unless Master has taken over the con from O.O.W. (the Master
will indicate that he has assumed the con, same to be recorded in the logbook.
4. The relieving officer should not take over watch during a manoeuvre or when
the vessel is approaching an alteration
5. The OOW should make regular checks of the gyro repeaters to ensure that they
are synchronized correctly with the master gyro. Magnetic compass should also
be compared with the gyro compasses at regular intervals during the watch and
error verified.
6. OOW shall check fire alarm panels, gas detection panels, inert gas panels,
GMDSS equipment, VHF sets, etc. remember that channel 16 is for calling and
emergency use only – always change to another channel after making contact.
7. At all times, the safety of the ship is the primary consideration. Keep a close
watch on the weather and sea conditions. Call the Master in good time in case
of any worsening of the weather and/or sea conditions. At any time, you need to
make any large alteration during rough sea conditions; make an announcement
over the ship's PA system to warn personnel of the possibility of heavy rolling.
8. All Targets Observed on The Radar Must Be Plotted on the ARPA Or Manually to
Determine Their Movement, Closest Point of Approach (CPA) And TCPA.
9. Reliance must not be placed entirely on radar or ARPA to determine whether a
close quarter situation is developing, or risk of collision exists. Visual bearings of
observed targets should also be used whenever possible.
10. In open seas, where sufficient sea room is available a recommended CPA of 2
nautical miles and a TCPA of 15 min to be maintained from prevailing traffic. For
coastal/shallow waters, the recommended CPA is 1 nautical miles and a TCPA of
15 Min. Inability to maintain the above would warrant the Masters presence on
the bridge. Any deviation from the CPA requirements outlined in these Standing
Orders will be clearly documented in the Master's Order Book.

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11. CPA/TCPA for restricted waters and approaches shall be dynamic and clearly
mentioned by Master in Master's order book.
12. Where applicable, Master shall ensure that BCR is calculated and specified in the
standing orders. Ships length forward of the navigating bridge shall always be
considered before calculating safe BCR for the vessel.
13. BCR to be maintained shall always be greater than or equal to CPA.
14. In open seas OOW shall maintain safe distance of at least 5 NM from
Navigational hazards/Navigational aids.
15. BCR and distance off navigation hazards/aids to be maintained shall be specified
by Master in the standing orders.
16. Any alteration intended to be a ‘Bold alteration of course’, must not be less than
10 Degrees.
17. The officer-on-watch must notify the Master immediately under the following
conditions:
• If restricted visibility (Visibility range is to be decided by Master based on
prevailing traffic, proximity to navigational hazards, weather, and other
conditions however it shall be not less than 3 NM);
• If unable to maintain the above requirements of CPA, TCPA, BCR and safe
distance of navigation hazards/aids
• If the traffic conditions or the movements of other ships are causing
concern;
• If difficulty is experienced in maintaining course
• When required to exit the cross-track margin.
• On failure to sight land, a navigation mark or to obtain soundings by the
expected time;
• If, unexpectedly, land or a navigation mark is sighted or change in sounding
occurs;
• On the failure of the Main Engine, Generating Plant, Steering Gear, or any
essential navigational equipment;
• Malfunction of the ship’s GMDSS equipment;
• In heavy weather if in any doubt about the possibility of weather damage.
• If the ship meets any hazard to navigation, such as ice or derelicts;
• If there is any damage to the vessel or equipment due to weather
• If oil is seen around the vessel from whatever source.
• In the case of the O.O.W. feeling fatigued or unwell and unable to continue
a safe and efficient watch;
• If OOW is unable to maintain CPA as per Master’s orders or when in doubt
about another vessel's intentions. TCPA is a very good tool for deciding
when to call Master and when to take bold avoiding actions. OOW shall call
the Master in ample time and especially when the TCPA is reducing close to
20 min or as stated in the Masters standing orders.

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• In case of any security threat or suspected activity in piracy prone areas.

• On receiving any distress, urgency message.
• When vessel contravenes with local & international regulations
• Sighting any suspicious craft in the vicinity.
• Whenever there is any call from Shore VTS / external authority questioning
vessel's action
• When Master’s instructed speed or ETA not able to maintain due to
traffic/weather
• While at anchor, if the vessel touches the drag circle
• When the OOW suspects that own vessel or nearby vessel is dragging
anchor
• When weather deteriorates suddenly at anchor and there is weight on the
cable
• Any other circumstances as dictated by the Master’s Standing orders.
• In any other emergency or situation in which he is in any doubt.
18. When Navigating in Navigation Special Areas, all the requirements as defined in
Navigation Manual in addition to those given in this standing order shall be
complied even at times when the conn is with the Chief Officer.
19. All the Navigation equipment alarms should be appropriately set and audible.
None of the Bridge equipment alarm should be kept muted including those of
the GMDSS equipment’s.
20. The OOW must estimate the wind speed and direction when informed by the
Engineer regarding Exhaust Gas economizer soot blow operation in such a way
so that the soot does not flow into hazardous zone or areas having flammable
materials such as mooring ropes etc. He must inform Master of any alteration
that is necessary.
21. Ensure that correct Echo sounder transducer is selected as per vessel’s
condition, if the vessel is fitted with forward and aft transducers.
22. The OOW shall ensure that VHF and AIS are not used for collision avoidance.
23. Bridge team should familiarize themself with the operation of the engine power
limiter if installed (SHAPOLI)
24. All Navigating officers must be aware of the manoeuvring characteristics of the
vessel
ECDIS:
Masters to include vessel-specific instructions for Watchkeeping Officers which are
unique to its ECDIS installation without contradicting the procedures given in Ch 12
ECDIS
• Back-up arrangement in case of both ECDIS failure.
• Power back-up arrangement for ECDIS.
• Specify where the weekly back-up from ECDIS should be taken.

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• Location of base CDs / USB.

• Flag state requirement on ECDIS operation in RCDS mode.
• Vessel specific Navtex and Nav-Warning information overlay.
• Instructions on ENC update.
• Instruction on Symbol display.
• Instruction on display settings.
• Instruction on safety settings.
• Action to be taken when any alarm or alert remains unresolved.
• Instruction on user chart usage.
• Any limitations affecting the safe usage of ECDIS.
• Contingency procedure in case of ECDIS failure.
• Vessel specific Cybersecurity measures for ECDIS.

SSP,CARGO &PORT OPERATION (This section to be separately from the Navigation

section)
Security Duties:
Ensure SSP Is followed and adequate precautions are taken. All officers should be fully
aware of the security level and the security risks prevalent in the area. When transiting
HRA all relevant security related messages to be marked on the voyage charts for easy
reference. All Officers must exercise caution while passing any voyage related
information to passing vessel. No information other than that pertaining to the action
being taken should be disclosed to any passing vessels. While answering any Satellite
phone calls, no information should be disclosed about the voyage to the caller. Duty
officer should note down the identity of person calling and inform me.
Port/Cargo or other Operational requirements:
1. All Loading, Discharging, Ballasting, De-ballasting shall be as per the Cargo plan
approved by me with special attention to draft, trim and stresses at each stage
of the operations. At no stage in the operations shall the stresses exceed
company’s requirements or as explicitly mentioned by me or Chief Officer
2. All checklists with respect to cargo operations shall be completed prior
commencement of operations
3. Chief Officer has to ensure that duty officers are aware of:
a. Loading or discharging plan as agreed with the terminal
b. Communication system with the terminal and backup system in case of
main system failure
c. Any other special requirement of the Port

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4. The officer on duty to ensure that he himself and all personnel on duty and all
visitors wear proper and adequate protective clothing, safety shoes, carry
approved torches at night and are fully aware of the hazardous nature of the
cargo.
5. Chief officer remains in-charge of all cargo transfers/ cargo work and (unless I
relieve him) shall be fully responsible for safe and efficient cargo Operations.
6. Chief Officer is responsible for keeping me informed of any problem he may
encounter in dealing with the shore side or on any other count which might
have an adverse effect on ship’s port performance.
7. In situations when you require my presence and I am not immediately available,
then Chief Officer to assume charge and act expeditiously and judiciously in the
best interest of the company (Keeping relevant port regulations in mind), till the
time I am on the scene.
8. When any Cargo/ Charterers Inspector/ Surveyor or similar authority is taking
round on deck, Chief Officer to assign one officer / One crew as escort and
generally ensure safety of the person in question. (A record on such occasion
should be maintained.)
9. Normal courtesy to be extended to shore side personnel but no person to enter
ship without gangway / Manifold watch checking his purpose of visit.
10. When vessel is boarded by Immigration/ Custom / PSC / FSC / SIRE / Terminal
Inspectors / or any other Port Authorities, I should be immediately informed.
The authorities to be received by the OOW and to be brought to Master's
cabin/Office.
11. If OWS Switch is provided in the bridge, then the officer must take Master
authorisation before enabling.
12. The OOW must be informed of any internal fuel transfers that may be in
progress and confirm in consultation with senior officers that SOPEP,
contingency measures, additional hands on deck are available during such
operations.
13. In transit, OOW must adhere to any special cargo carriage requirement and
safety precautions by charters.

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APPENDIX 2: RECOMMENDED ROUTEING

Refer to:
1. IMO Routeing Guide
2. Sailing Directions
3. Guide to port Entry
4. ICS / OCIMF Malacca and Singapore straits Guide to planned passages for deep
draught vessels;
5. Marine security manual;
6. Pirates and armed robbers: A Master’s Guide;
7. Piracy and Armed Robbery against Ships.
8. Maritime Traffic Regulations for the Turkish Straits and Marmara Region, 1998
9. Routeing Chart 5507 for Turkish Straits;
10. The strait of Istanbul, Sea of Marmara and the strait of Canakkale Routeing
Guide No 9000 of 1999”,
11. USCG Reg CFR 33 164 – Navigation Safety Regulations;
12. Information’s provided on the navigational charts

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APPENDIX: 3 GUIDELINES FOR VOYAGE PLANNING

1. Refer IMO Resolution A.893(21) – Guidelines for Voyage Planning.

2. Refer MSC 1 Circ. 1228 for Revised guidance to the master for avoiding
dangerous situations in adverse weather and sea conditions.
3. Refer IMO SN/Circ.198 Annex 1 (Amended rules for vessels navigating through
the Straits of Malacca and Singapore).
4. Refer IMO SN/Circ.198 Annex 2 (Amended rules for navigation of Laden around
the Southern coast of South Africa).

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APPENDIX 4: PARTICULARLY SENSITIVE SEA AREA

A Particularly Sensitive Sea Area (PSSA) is an area that needs special protection through
action by IMO because of its significance for recognized ecological or socio-economic or
scientific reasons and which may be vulnerable to damage by international maritime
activities. The criteria for the identification of particularly sensitive sea areas and the
criteria for the designation of special areas are not mutually exclusive. In many cases a
Particularly Sensitive Sea Area may be identified within a Special Area and vice versa.

Ships routeing measures to protect PSSAs

A PSSA can be protected by ships routing measures – such as an area to be avoided: an
area within defined limits in which either navigation is particularly hazardous or it is
exceptionally important to avoid casualties and which should be avoided by all ships, or
by certain classes of ships.
1. Transiting through a PSSA that must be avoided can attract penalties by the
enforcing state and possible delays to the vessel. Vessel must reroute passage
when crossing such PSSA’S that are to be avoided.
2. Reference should be made to the information provided on the Navigational
Charts/ ENC’s, NP 100, Sailing Directions, IMO Routeing guide and ALRS when
navigating in PSSA’s. Further reference can be made to the IMO interactive
website for guidance http://pssa.imo.org/index.htm#/globe
3. While navigating on ECDIS, the route check function will indicate special
circumstances applicable to the area and must be queried upon for further
information given in the applicable IMO resolution.

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List of PSSA and routing Guidance.

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Some general direction on what is documented in our procedures that helps appraise
the navigator of the special condition.
• Office must be contacted for further information when vessel route is passing
through a PSSA or in doubt.
Below are some References terms of the Guidance as given in MEPC circulars on PSSA
and their associated interpretation and VESSELS obligation.
1. Conventions
• Convention on the International Regulations for Preventing Collisions at
Sea,1972 (COLREGs), as amended – VESSEL TO COMPLY
• International Convention for the Prevention of Pollution from Ships, 1973, as
modified by the Protocol of 1978 relating thereto (MARPOL 73/78) - VESSEL
TO COMPLY
• International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended. - VESSEL TO COMPLY
2. Traffic Separation Schemes - VESSEL TO USE and COMPLY
3. Deep-Water Routes - VESSEL TO USE and COMPLY
4. Areas to be avoided - VESSEL TO AVOID AND RE-ROUTE.
5. Routing Measures - VESSEL TO USE and COMPLY
6. Mandatory Ship Reporting Systems - VESSEL TO REPORT and COMPLY
7. Coastal Vessel Traffic Services (VTS) - VESSEL TO CONSULT ALRS 6 and COMPLY

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APPENDIX 5: ZOC CATEGORY

1 2 3 4 5
Position
ZOC Depth Accuracy Seafloor Coverage Typical Survey Characteristics
Accuracy
= 0.50 + 1% depth Controlled, systematic survey high
Depth Full area search position and depth accuracy
Accuracy (m)
A1 (m) undertaken. achieved using DGPS or a
± 5 m + 5%
10 ±0.6 Significant seafloor minimum three high quality lines
depths
30 ±0.8 features detected, and of position (LOP) and a
100 ±1.5 depths measured. multibeam, channel or mechanical
1000 ± 10.5 sweep system.
= 1.00 + 2% depth
Controlled, systematic
Depth Full area search
Accuracy (m) survey achieving position and
A2 (m) undertaken.
depth accuracy less than ZOC A1
± 20 m 10 ±1.2 Significant seafloor
and using a modern survey
30 ±1.6 features detected, and
echosounder and a sonar or
100 ±3.0 depths measured.
mechanical sweep system
1000 ± 21.0
=1.00+2% depth
Full area search not Controlled, systematic survey
Depth
Accuracy (m) achieved; uncharted achieving similar depth. But lesser
B (m)
features, hazardous to position accuracies than ZOCA2,
± 50 m 10 ±1.2 surface navigation are using a modern survey
30 ±1.6 not expected but may echosounder, but no sonar or
100 ±3.0 exist. mechanical sweep system.
1000 ± 21.0
= 2.00 + 5% depth
Full area search not
Depth
Accuracy (m) achieved; uncharted
(m) Low accuracy survey or data
C features, hazardous to
± 500 m 10 ±2.5 collected on an opportunity basis
surface navigation are
30 ±3.5 such as soundings on passage.
not expected but may
100 ±7.0 exist
1000 ± 52.0
Full area search not
Poor quality data or data that
D Worse achieved, large depth
worse than ZOC C cannot be quality assessed due to
than ZOC C anomalies may be
lack of information.
expected.
U Unassessed – The quality of the data has yet to be assessed,therefore,other means are
required to ascertain survey quality
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Notes:
The categorisation of hydrographic data is based on three factors (position accuracy,
depth accuracy, seafloor coverage.
The CATZOC attribute is the mechanism by which an ENC gives an estimate of the
reliability of the source data. This is designed to give the mariner the same degree of
understanding as the source diagram on an equivalent paper chart ZOC A1 and A2 require
very high accuracy standards which were rarely, if ever achieved before the advent of
satellite positioning in the 1980s.Therefore many sea lanes that have been regarded as
adequately surveyed or many years may carry a ZOC B classification.
The ZOC classification attained by a survey is for the survey at the date it was conducted.
In areas mobile seabed the actual seabed may differ markedly from what has been
charted even if the survey is only a few months old.

Remarks:
To decide on a ZOC Category, all conditions outlined in columns 2 to 4 of the table must
be met.
Explanatory notes quoted in the table:

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1. The allocation of a ZOC indicates that particular data meets minimum criteria for
position and depth accuracy and seafloor coverage defined in this Table. ZOC
categories reflect a charting standard and not just a hydrographic survey standard.
Depth and position accuracies specified for each ZOC category refer to the errors of
the final depicted soundings and include not only survey errors, but also other errors
introduced in the chart production process. Data may be further qualified by Object
Class 'Quality of Data' (M_QUAL) sub-attributes as follows:
a. Positional Accuracy (POSACC) and Sounding Accuracy (SOUACC) may be used to
indicate that a higher position or depth accuracy has been achieved than defined
in this Table (e.g., a survey where full seafloor coverage was not achieved could
not be classified higher that ZOC B; however, if the position accuracy was, for
instance, ± 15 metres, the sub-attribute POSACC could be used to indicate this).
b. Swept areas where the clearance depth is accurately known but the actual seabed
depth is not accurately known may be accorded a 'higher' ZOC (i.e., A1 or A2)
providing positional and depth accuracies of the swept depth meets the criteria
in this Table. In this instance, Depth Range Value 1 (DRVAL1) may be used to
specify the swept depth. The position accuracy criteria apply to the boundaries of
swept areas.
c. SURSTA, SUREND and TECSOU may be used to indicate the start and end dates of
the survey and the technique of sounding measurement.
2. Position Accuracy of depicted soundings at 95% CI (2.45 sigma) with respect to the
given datum. It is the cumulative error and includes survey, transformation, and
digitizing errors etc. Position accuracy need not be rigorously computed for ZOCs B, C
and D but may be estimated based on type of equipment, calibration regime, historical
accuracy etc.
3. Depth accuracy of depicted soundings = a + (b*d)/100 at 95% CI (2.00 sigma), where
d = depth in metres at the critical depth. Depth accuracy need not be rigorously
computed for ZOCs B, C and D but may be estimated based on type of equipment,
calibration regime, historical accuracy etc.
4. Significant seafloor features are defined as those rising above depicted depths by
more than:
Depth Feature
a. <40 m 2m
b. >40 m 10% depth

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A full seafloor search indicates that a systematic survey was conducted using
detection systems, depth measurement systems, procedures, and trained
personnel designed to detect and measure depths on significant seafloor features.
Significant features are included on the chart as scale allows. It is impossible to
guarantee that no significant feature could remain undetected, and significant
features may have become present in the area since the time of the survey.
5. Typical Survey Characteristics - These descriptions should be seen as indicative
examples only. 19 S-57 Supplement No. 2 June 2009
6. Controlled, systematic surveys (ZOC A1, A2 and B) - surveys comprising planned survey
lines, on a geodetic datum that can be transformed to WGS 84.
7. Modern survey echo sounder - a high precision single beam depth measuring
equipment, generally including all survey echo sounders designed post 1970.

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APPENDIX 6: GUIDELINES FOR BERTHING AND UN-BERTHING

There are certain actions that a Master should always take before and during berthing.
The most important rules are:
1. Slow speed
2. Controlled approach
3. Planning
4. Teamwork
5. Checking equipment
Bridge team
The master must ensure that all ships personnel are familiar with the expected approach
to the berth/quay/lock or terminal and what is expected of them. A positive team
approach to the task improves efficiency and communication
Passage planning
1. Always brief the bridge team to ensure the officer of the watch (OOW),
helmsman, lookout and pilot are fully aware of the expected manoeuvres and the
likely effects of wind, tide and current.
2. Always passage plan from berth to berth. Pay careful attention to the dangers
that are likely to be encountered during periods under pilotage
3. Always fully brief the pilot, making sure that he understands the ship’s speed and
manoeuvring characteristics.
4. Always ask the pilot to discuss the passage and berthing plan. Ask questions if
anything is unclear.
5. Always check with the pilot that the ship will have under-keel clearance at all
times.
6. Always have your anchors ready to let go and forecastle manned in advance of
berthing.
Equipment checks
1. Ensure main engines and thrusters are fully operational before approaching the
berth.
2. Main engines should be tested before arriving at the pilot station ahead and
astern.
3. Remote controls checked.
4. Ensure steering gears fully operational. Both steering motors operating. Hand
steering mode operational
5. Ensure all bridge equipment checked including engine movement recorders, VDR,
Radars, Course recorders, echo sounders and all remote read outs.

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Working with Bow Thrusters (BT)

1. Effectiveness or efficiency of Bow Thrusters vary depending on the draft and
Speed of the Vessel.
2. Other factors affecting the efficiency of BT may include prevailing weather
conditions, existing windage area, tidal factors, current, and depth/width of the
channel.
3. Bridge team should be aware that draft at which the bow thruster is fully
immersed, will be different from the draft at which 100% BT efficiency is achieved.
4. Maker’s manual will have information related to the draft at which 100%
efficiency can be achieved. If vessel is unable to achieve this, bridge team should
consider the reduction in efficiency of the bow thruster, basis which appropriate
use of tugs should be considered.
5. Speed of the vessel also affects efficiency of BT. Bridge team should be aware of
same to assess the estimated efficiency that can be achieved by the BT in
prevailing circumstances and conditions.
6. Additionally, any restriction in use of the power/revolution of the BT, along with
time required to increase or decrease the power/revolution of the BT to be clearly
understood by the bridge team.
Working with tugs
1. Consider the use of tug assistance, where wind, tide and current or the ship’s
handling characteristics create difficult berthing conditions.
2. Always estimate windage and use this estimate to determine the number of tugs
required.
3. When berthing with a bow thruster, a large ship may need a tug to control the
ship’s stern
4. When estimating the number of tugs consider their bollard pull and propulsion
arrangements
Manoeuvring
1. Avoid high forward speed particularly when working with tugs, when using bow
thruster, when UKC is small, when sailing in Restricted waters and approaches or
when close to other ships.
2. Test astern movement and wait until the ship moves positively astern before
stopping
3. Remember that a kick ahead can be used to initiate and maintain a turn when
speed is low.
4. Remember that the ship’s Pivot point is forward of amidships when steaming
ahead
5. Remember that a ship will want to settle with the pivot point to the windward of,
and in alignment with, the point of influence of wind

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6. Remember that the point of influence of wind changes with wind direction and
the ship’s heading
7. Remember that at low speed, current and wind have a greater effect on
manoeuvrability and the high-sided ship will experience a pronounced effect from
leeway.
8. Remember that the draft and trim affect the manoeuvring characteristics
Approach speed
Many berthing accidents occur because the speed of approach is too high. The master
should advise the pilot of the ship’s stopping distance and general manoeuvring
characteristics, giving particular emphasis to speed, corresponding engine revolutions
and to the critical range. When close to a dock, speed should be the minimum necessary
to maintain control. Masters should plan ahead with the pilot on if, and how many, tugs
are to be to be used.
Table given below is a recommended guideline.
HARBOUR MANOEUVRING SPEED LIMITATION FOR VESSEL UNDER DWT 60,000 M/T
Navigation Area Speed (Head or Stern way)
1,000m to the Berth Less than 4 knots
2-L (Two times length over-all) to the Berth Less than 2 knots
In front of the Berth Zero Speed (NIL)
(Parallel clearance to Berth is at least 2-B)

Remarks: “B” means ship’s breadth. “L” means length overall.

HARBOUR MANOEUVRING SPEED LIMITATION FOR VESSEL ABOVE DWT 60,000M/T
Navigation Area Speed (Head or Stern way)
3 miles to the Berth Less than 6 knots
2 miles to the Berth Less than 4-5 knots
2,000m to the Berth Less than 3-4 knots
1,000m to the Berth Less than 2 knots
300m to the Berth Less than 1-1.5 knots
In front of the Berth Zero Speed (NIL)
(Parallel clearance to Berth is at least 2-B)

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Remarks: “B” means ship’s breadth.

The rate of approach must be monitored on the doppler if the vessel fitted with one.
If terminal/berth requirements are laid down, these should be followed. In the absence
of any terminal/berth requirements the below table is a recommended guideline.
LATERAL BERTHING SPEED
DIST TO DEST VLCC CNTR / LNG
200 METERS 20cm/sec 0.4 kts -
100 METERS 15cm/sec 0.3 kts 20~30cm/sec 0.4-0.6 kts
1 Breadth 10cm/sec 0.2 kts 15cm/sec 0.3 kts
30 METERS 5cm/sec 0.1 kt 10cm/sec 0.2 kts
ON BERTH Less than 0.1 kt Less than 0.15 kts
5cm/sec 8cm/sec

Lateral berthing limits to be permanently stencilled at the bridge wings as a best

practise.
Effect of Wind on vessels:
When wind blows against a ship, the ship will be affected by a force, which acts almost in
the opposite direction to the relative wind direction and the magnitude of which is
proportional to the square of the relative velocity of the wind. Below calculation greatly
affect the vest during harbour manoeuvring.
Calculating whether the available tugs have enough power to hold the ship against a cross
wind or to move the ship against a cross wind, whether the thrusters have the necessary
power to manoeuvre the ship safely under the prevailing wind conditions, if the effect of
a longitudinal wind in respect of its effect on the ship’s stopping distance.
1. In case of Head winds, the vessel’s stern pays off on either side due to yawing and
it becomes difficult to steer the ship. If wind is from stern, then it is easier to steer
the ship.
2. Head wind may be used to advantage for berthing.
3. With the wind on beam for a ship underway, there is less effect on steering, but
leeway increases and tends to drift sideways.
4. When the wind is pushing the stern away to leeward, the stern swings to leeward
and ship steers into the wind.
5. The windage area depends on the conditions of loading. For tankers the area is
considerably larger in ballast condition than in loaded condition.

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6. K(wind) = k x A x V2
Whereas (V) is the relative velocity of the wind, expressed in m/sec, (A) is the wind-age
area expressed in m2, and (k) is a constant dependent on the ship and direction of the
wind. For a beam or longitudinal wind (k) is as follows:
(k)= 0.52x10 -4, for a beam wind and
(k) = 0.39 x10 -4, for a longitudinal wind
The below table is for reference only and demonstrates the average force acting on the
vessels hull due to windage.

VLCC
255,000 Tn Area (m2 10 knots 30 knots 50 knots
Draft – 11m
Beam Wind 5825 7.6 T 68 T 189 T
Longitudinal 1380 1.4 T 12 T 34 T
wind

Container
4 high on deck 10 knots 30 knots 50 knots
AREA (m2)
L = 200 m/
d=10m.
Beam Wind 3825 5T 45 T 125 T

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Windage force matrix for estimating No of Tugs(For guidance Only)

Based on Formula (v2*/ 18) x Sail Area (m2)

1000
Metric Tons of Force caused by beam wind *use meters/second for V2

Wind Speed
Knots 16 18 20 25 30 35 40
Meters/Second 8 9 10 12.5 15 17.5 20
V2/100 3.55 4.5 5.55 8.7 12.5 17 22.2

Sail Area/m2
2000 7 9 11 17 25 34 45
3000 11 14 17 26 38 51 67
4000 15 18 22 35 50 68 89
5000 18 23 28 44 63 85 111
6000 22 27 33 52 75 102 133
7000 25 32 39 61 88 119 156
8000 29 36 45 70 100 136 178
9000 32 41 50 79 113 153 200
10000 36 45 56 87 125 170 222
11000 39 50 61 96 138 187 244
12000 43 54 67 105 150 204 266

<30 T 2 Tugs Car Ship = 6000 m2

30 - 50 T 3 Tugs Handy size container 5000 m2
50-70 T 4 Tugs Evergreen (6500 TEU) = 7000/8000 m2
RA II (Office
> 70 T Express type (8500-9000 TEU) = 9000/10000 m2 (loaded)
Consulation)
*Based on a 2 knot waterway transit Express type (8500-9000 TEU) = 7000 m2 (light)
*assiming tug loses 50% @ 2kn

50% safety factor

Caution- 1. More displacement and less UKC requires more power to move
2. When wind has been blowing for a long period of time and there is a significant
fetch there will be additive forces due to wind driven current & wind waves
3. Number of required tugs will depend on tug power in each port.
4. Bow thruster used with tugs to be considered
5. Lateral Windage value can be obtained in Loadicator for each load condition.
6. The effect of currents to be considered as independent factor.
As a thumb rule 30kts Wind = 1kt Current

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Un-Berthing
To ensure a safe departure from berth, it is recommended that the vessel makes no
headway/sternway until it has moved approximately one beam equivalent distance away
from the berth/fenders.
Control while slowing
It can be difficult to reduce speed and maintain control. This is because reduction in
propeller speed reduces water flow over the rudder and the rudder becomes less
effective. The normal procedure for stopping is to put engines astern. However, when a
propeller rotates astern, water flow over the rudder is broken and the ship will be less
responsive to helm. In addition, there is the disruptive effect of transverse thrust. For this
reason, it is essential to plan a stop by reducing speed in good time. Also, it should be
appreciated that putting engines to full astern during an emergency could result in a loss
of steerage.
Kick ahead (astern)
The ‘kick ahead’ is used when a ship is moving forward at very slow speed due to minimal
water flow over the rudder and the ship is not responding to helm. It is also used to
initiate a turn or to maintain a heading. Engines are put ahead for a short burst with the
objective of increasing water flow over the rudder, but without increasing the ship’s
speed. Engine power is reduced before the ship’s longitudinal inertia is overcome and
she begins to accelerate.
When using the ‘kick ahead’, it should be borne in mind that prolonged and frequent
kicks ahead will increase the ship’s speed; the master should know his ship and how it
reacts to ‘kicks ahead’ or astern. Note for example that ships with hull growth tend to the
slower and more ‘sluggish’ at slow speeds. Apply full rudder before initiating the ‘kick
ahead’ to provide maximum steering force. Anything less than hard over during turning
will allow a greater proportion of the power to drive the ship ahead. It is important to
reduce engine power before reducing helm.
Each berth has its own peculations with respect to weather conditions, tidal, conditions,
current etc. Hence it is not possible to give specific guidelines.
However, it is evident that a high approach speed to the berth can lead to losing control
of the manoeuvring of the vessel and thus lead to accidents during the berthing
operation.
Handling of Tugs/Mooring Boats/Support Crafts
The main risk associated with Tug/Mooring boats/Support craft etc. handling are: -
1. Girthing/Girding or Tripping (GGT) – When speed of vessel exceeds the speed of
the tug & tug is towed by vessel, it results in pivot shift on the tug causing loss of
stability with catastrophic results for the Tug & its crew.

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2. Vessel with vessel interaction – Due to operation in close proximity of each other,
hydrodynamic interaction between vessel & tug/mooring boats result in sudden
sheer or loss of directional control of tug. As a rule, the interaction force between
vessels Increases by the square root of the towed unit’s speed. Except for towing
operations at sea, the following procedure shall be used whenever vessel employs
Tugs/mooring boat. (eg Mooring/unmooring, shifting to berth, etc)
The following information shall be discussed with the Pilot during Master /Pilot
exchange
1. Number & position of tugs required to assist in maneuvering
2. Information on Tug Type, Bollard pulls, number of towing lines to be used
3. Anti-girding precautions on tug (Gob wire/Trip wire, pivot hook or
Gobrail/Fairlead on the stern)
4. Confirm quick release arrangement towing wire/rope is available on the Tug &
Operational
5. Bollard Pull of each tug
6. Length of tow line
7. Speed of vessel during tow line connection
8. Maximum speed when vessel connected to Tugs/mooring boats
9. Effective communication maintained between Pilot/Vessel and Tug
It is critical that Master and Pilot agree on the above before commencing operations
using Tugs/Mooring boats Master to ensure SWL of fairleads and Bollards onboard,used
deploy Tug lines, is not exceeded. Speed of vessel during connection should be agreed
with Pilot taking into account the following factors:
1. Minimum speed required for vessel to maintain steerage
2. Sea room to maneuver, both for vessel and Tug/mooring boats
3. Currents/cross currents, eddies, etc encountered during passage
4. Effect on vessel handling due to bank effects
As a general rule, following speed guide should be used;
1. Tug connection or towing – less than 6 knots
2. Mooring boats/support crafts – 2 to 3 knots or lesser depending on capability of
mooring boat In case tug is connected aft (on the stern), Master to consider
stopping Engines (propeller) when connecting tug lines. Tug line to be visible &
kept above water line at all times.
When tug/mooring boat/support craft begins approach, Master to advise speed of own
ship and slow down if required to minimize inter-vessel interaction. When under Tow,
Master

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to advise Tugs of any increase/decrease of speed and/or course alteration taking into
account safe speed discussed with Pilot. Ensure all overboard discharges which could
affect Tug wire/rope connection or interfere with operation or navigation on
Tug/Mooring boat (Scuppers, ballast discharges, etc.) are secured.
Master to confirm propeller clearance when using Engines / bow thrusters when
operating in tandem with Tugs / mooring boats. Anchors to be secured against accidental
release. Clearance from Tug/mooring boat to be checked every time without Fail prior
use of anchors.
At all times, movement of Tugs/Moorings boats/support craft to be closely monitored by
bridge team & same to be included in Passage Plan.
Tugs has to push the vessel at the designated points on Ship side otherwise vessel will
experience heavy damages to ship side in case if powerful tugs were used for berthing
and un-berthing operation.

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APPENDIX 7: INTERNATIONAL NAVIGATING LIMITS (INL)
In 2000, the Institute of Chartered Underwriters in London revised the Institute Warranty
Limits (IWL). Since 1 November 2003, the limits have been referred to as the International
Navigating Limits (INL).
The INL define the geographical limits within which ships are able to operate without
incurring additional insurance premium from hull and machinery and other relevant
underwriters. Operating outside the INL, in areas which can include significant hazards
such as ice, could lead to damage to the ship and delay necessitated by repair.
Master has to inform office as soon as possible when the voyage towards the breach of
INL is known
All vessels entering and exiting these areas need to notify Owners, respective Vessel
group (VGVesselname@XXXXXXX.com), Insurance team (insurance@XXXXXXX.com)
with the following details:
1. Voyage number
2. Vessel condition (loaded or ballast)
3. Destination Port
4. Date/ Time
5. Position
This notification is important to pay any additional premium associated with respective
voyages.
Masters MUST be familiar with the precise boundary limits of the 'War Risk Area / INL
Area' to determine the exact timing of the above.
There may be minor differences to the map / period / coordinates as per the vessel’s hull
underwriters and hence it is very important to inform the vessel’s Under Writers through
the Owners.
In case vessel gets instruction from routing agencies to follow the route that may result
in breach of INL, vessel must immediately notify the above-mentioned parties.
Navigating Limits
Excluded trading areas (Map No.1)
The northern hemisphere
European Arctic waters
The waters north of 72° north latitude, the area extending 100 nautical miles from the
baseline of East Greenland and the area extending 50 nautical miles from the baseline of
Jan Mayen.

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However, the limitation does not apply to voyages made directly to Longyearbyen and
Sveagruven on Svalbard when the ship passes 72° north latitude no earlier than 15 May,
and departs from these places no later than 31 October. Ships making such voyages shall
pass no closer than 20 nautical miles and no further than 100 nautical miles west of
Bjørnøya.
Euro-Asian Arctic waters
The waters north of the Euro-Asian continent east of 35° east longitude.
East-Asian waters and the Bering Sea
East-Asian waters and the Bering Sea north of 54° 30’ north latitude and waters that can
only be accessed by crossing this line, including voyages to the Aleutian Islands.
On voyages between places within the ordinary trading areas the ship must in the Bering
Sea pass west of Buldir Island or through the Amchitka, Amukta or Unimak Passes, on
condition that it is equipped with up to date navigation equipment for these waters.
Note from the Underwriters: -
Between December 1st and May 1st, a vessel shall not enter, navigate or remain in the
area West of Komandorskiye Ostrova and waters North of 54°30’ N. However, at any rate
a vessel may make use of the Unimak pass also during that period (alternatively the
vessel may enter or leave through Amchitka, Amukta, Attu Passes or West of Buldir
Island).
North and North-Eastern American waters and the waters off West Greenland
The waters north of 60° north latitude and waters which can only be accessed by crossing
this line. The St. Lawrence Seaway and the North American Great Lakes during periods
when ship traffic in the canals is prohibited by the authorities.
The southern hemisphere
The waters south of 50° south latitude and the areas extending to 50 nautical miles from
the baselines of Kerguelen, Crozet Islands and Prince Edward Islands. However, the
limitation does not apply to voyages to Patagonia, Chile or the Falkland Islands, nor to
passages through the waters south of 50° south latitude on voyages between places
north of this latitude. Such voyages shall not be made more than 50 nautical miles south
of the baselines of Chile, Patagonia and the Falkland Islands.

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Map No. 1

Conditional Trading Areas

The Baltic Sea (Map No. 2)
1. The Gulf of Bothnia north of the line Umeå – Vasa,
2. The Gulf of Finland east of 25° 45' east longitude,
3. The waters east of the line Dagerort – Lyserort,
during the period 15 December to 15 May, both days included.
Labrador (Map No. 3)
The waters from Cape St. Charles to 60° north latitude, all year.
Gulf of St. Lawrence and St. Lawrence River (Map No. 3)
1. The waters within lines drawn between Port Mulgrave and Port Hastings (Strait
of Canso), Cape North and Cape Ray (Cabot Strait), Cape Bauld and Cape St.
Charles (Strait of Belle Isle) and Baie Comeau and Matane (St. Lawrence River)
during the period 21 December - 4 April.

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2. The waters from the line Baie Comeau Matane up to and including the port of
Montreal during the periods 6 December 15 - January, 16 January 15 - March, 16
March - 4 April.
St. Lawrence Seaway and the North American Great Lakes (Map No. 3)
The area above Montreal from the opening of the canals until 30 November.
The area of Montreal and below after 30 November.
East-Asian waters (Map No. 4)
East-Asian waters north of 46° north latitude and south of 54° 30' north latitude to 170°
east longitude during the period from 1 November to 1 June, both days included.
Map 02

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Map 03

Map 04

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PURPOSE & SCOPE

1. The main aim of bridge equipment’s operation guide is
a. To standardize the process for preparing ship specific bridge equipment
operation guide
b. To ensure bridge team have quick access to the comprehensive bridge
equipment operation guide at all times
c. To speed up familiarisation of new joiners with all bridge equipment fitted
onboard
d. To act as an aid for enhancing safety of navigation

2. The bridge equipment operation guide shall contain in general –

a. Operating procedure, all test / checks, list of alarms and required response,
onboard repair/troubleshoot. Backup and recovery guidelines and upkeep
of bridge equipment
b. Limitation of equipment’s
c. Action in case of failure
d. Contingency procedures as per makers manual.

Bridge equipment operation guide shall be reviewed by Master at time of Navigation Audit

GUIDELINES TO PREPARE BRIDGE EQUIPMENT OPERATION GUIDE -

Refer to the guidance mentioned in the Ship Management Manual (Chapter 09B-
Local procedures)
Recommended to add photos of each equipment, diagrammatic information about the
equipment’s operational procedure will be more informative than just a description.

Each joiner after joining need to diligently go through the manual concurrently with the Bridge
familiarisation checklist.

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Below is the list of equipment for which local procedures are to be prepared:

INDEX

S. No. BRIDGE EQUIPMENT NAME PAGE NO

PART A
1 ECDIS 1 & 2
2 Radar (X & S Band)
3 GNSS
4 Echo Sounder
5 NAVTEX
6 AIS
7 VHF
8 MF/HF
9 Sat-C
10 NBDP
11 Course recorder
12 Magnetic compass
13 Gyro compass
14 Auto pilot
15 VDR
16 EPIRB
17 SART
18 BNWAS

19 Speed log
20 Anemometer
21 Bow thruster
22 Telegraph
23 Steering Gear System
24 Main Engine Control Panel

24 Weather facsimile

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25 Navigation Lights
26 Sound signaling equipment
27 Digital Publications
28 ENC/Paper charts & Publications management
software
29 Additional Bridge equipment
PART B
1 Layout of the equipment on the bridge
2 List of equipment which will operate on the
emergency source of power from Emergency
switchboard (ESB)
3 List of equipment which will operate on the
emergency source of power from DC supply
(Battery)
4 Ship specific List of critical alarms on the
bridge
5 Monkey Island Antenna diagram
6 Diagram of Christmas tree showing the
location of all lights
7 List of spares for bridge equipment along with
location

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ECDIS
MAKE:
MODEL:

MINIMUM GUIDELINES

1. Location of breaker for Normal and Emergency. Power supply.

2. Location of base CD / storage media and the procedure to restore the ECDIS
in case of ECDIS failure.
3. How to load permit.
4. How to apply weekly ENC corrections and procedure to verify latest
correction date.
5. How to create route and carry out route check function.
6. How to set safety parameters - Safety depth & Contour settings, Look ahead
sector, Depth Alarm.
7. How to create User chart and alarmable no-go area (LDL).
8. How to switch SCAMIN ON and OFF.
9. How to enable AIO and NAVTEX display.
10. How to carry out manual update of ENC.
11. How to enable Radar Overlay
12. Display settings
13. How to identify various sensor feeds
14. How to locate Chart-1 and determine how to access PL
15. How to access Log and how to enable playback function.
16. Limitations of ECDIS
17. Alarm List and required response
18. Action as per maker manual in case of GPS input failure, Gyro input failure,
Speed Log input failure, Primary ECDIS failure and issues with display screen
19. Backup procedures.
20. How to recall the previous voyages.
21. How to unsync and sync Primary and secondary ECDIS
(Refer CL OP-16 to add additional information other than minimum guidelines)
(Make separate section for ECDIS 1 & 2 if different make and model)

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RADAR
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Location of breaker for Normal and Emergency. Power supply.
2. Blind and Shadow sector for the Radar
3. Optimum setting of gain, sea, and rain clutter
4. How to use PI, EBL, VRM and how to off-set EBL & VRM.
5. How to carry out PM check test. Maker recommended operating range to be
specified.
6. Manufacturer's PMS requirement for critical parts like Magnetron, Antennae
Motor etc
7. Procedure to reset running hours
8. Identify various sensor feed to Radar.
9. Alarm List and required response
10. Errors and Limitations of RADAR
(Make separate section for X band and S Band Radar)

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GNSS
MAKE:
MODEL:

MINIMUM GUIDELINES
1. How to change the Datum.
2. How to refer to HDOP value
3. How to setup Anchor watch alarm
4. Identify GNSS feed to various critical equipment.
5. Alarm list and required response
6. Location of breaker
7. Limitations of Equipment
8. How to switch between various GNSS systems in a multi GNSS receiver.
9. Actions in case of single GNSS receiver failure.
10. Actions in case of multiple GNSS receiver failure.
11. The configuration of the equipment.
12. The periodic checks and performance tests to be conducted.
13. Where more than one receiver is fitted, the process to switch the output
from one receiver to another.
14. The periodic checks to verify that all equipment is receiving an accurate
positional input.

(Make separate section for different make/model GNSS equipment)

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ECHO SOUNDER
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Location of transducers.
2. Number of transducers
3. Procedure to toggle between the two transducers, if fitted.
4. Procedure on the transducer to be selected as per the current draft of the
vessel, if fitted with forward and aft transducers
5. Depth Alarm setting.
6. Printer operating instruction.
7. Identify feed to various equipment.
8. How to extract history of Echosounder data.
9. Alarm list and required response
10. Self-test procedure.
11. Location of breaker.
12. Limitations of Equipment

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NAVTEX
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Procedure to select stations & messages. (Auto / Manual).
2. Feed to equipment like ECDIS.
3. Self-Test procedure.
4. Location of breaker
5. Limitations of Equipment

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Review Date : 24-Jan-25
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AIS
MAKE:
MODEL:

MINIMUM GUIDELINES
1. How to switch over between high and low power .
2. Location of breaker.
3. Self-test procedure
4. How to TX and RX messages
5. How to feed the dynamic data
6. Identify feeds to various equipment.
7. How to use AIS feed for Emergency Navigation System ( ENS ex. Navtor,
Chartworld etc.)
8. Limitations of Equipment
9. How to verify static data

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Review Date : 24-Jan-25
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VHF
MAKE:
MODEL:

MINIMUM GUIDELINES
1. How to switch over between high and low power
2. Change over from main to remote VHF handset.
3. Location of breaker.
4. Self-test procedure
5. Procedure for VHF DSC transmission test
6. How to make distress calls designated and Undesignated
7. How to make Urgency and Safety calls
8. Procedure to cancel the distress alert
9. Limitations of Equipment

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Review Date : 24-Jan-25
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MF/HF
MAKE:
MODEL:

MINIMUM GUIDELINES
1. How to ground Antenna.
2. Location of breaker.
3. Self-test procedure
4. Procedure for MF/HF DSC transmission test
5. How to make distress calls designated and Undesignated
6. How to make Urgency and Safety calls
7. Procedure to cancel the distress alert.
8. Limitations of Equipment

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Review Date : 24-Jan-25
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SAT-C
MAKE:
MODEL:

MINIMUM GUIDELINES
1. How to ground Antenna.
2. Location of breaker.
3. Self-test /PV test procedure (Daily, weekly, monthly)
4. Procedure to send Email/Telex
5. Procedure to select /change ocean regions and logging in and out
6. Procedure to select /change Nav areas.
7. How to make distress calls designated and Undesignated
8. How to make Urgency and Safety calls
9. Procedure to cancel the distress alert.
10. SSAS test procedure/Activation
11. Limitations of Equipment

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Review Date : 24-Jan-25
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NBDP
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Basic Operating instruction
2. How to setup ARQ and FEC mode
3. Location of breaker
4. How to send / Receive a ARQ and FEC routine message
5. How to transmit a urgency/distress message
6. Self-test procedure
7. Procedure to cancel the distress alert.
8. Transmission test procedure (Daily, weekly, monthly)
9. Limitations of Equipment

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COURSE RECORDER
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Procedure to correct the gyro heading and UTC time.
2. Printer operating instruction
3. How to change the paper & Stylus
4. Location of spare paper, bulbs, and stylus
5. How to extract history of course recorder data.
6. Location of breaker.
7. Limitations of Equipment

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MAGNETIC COMPASS
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Identify the type of magnetic compass.
2. Bubble removal procedure.
3. Location and Storage of spare magnetic compass.
4. Location of spare bulbs (DC and AC).
5. Location of spare refill liquid.
6. Location of spare correction magnets
7. Limitations of Equipment

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GYRO COMPASS
MAKE:
MODEL:

MINIMUM GUIDELINES
1. No. and locations of Gyro & Switchover procedure
2. No. and location of Gyro repeaters
3. Procedure to input speed/latitude correction
4. Gyro repeaters alignment procedure.
5. Gyro repeater bulb location.
6. Gyro starting and stopping procedure
7. Gyro settling time
8. Alarm list and required response
9. Limitations of Equipment

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AUTO PILOT
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Off course alarm setting and testing procedure.
2. Procedure for switch over Auto/Manual/ NFU/Local steering .
3. Procedure for Switching over from Gyro/Magnetic compass.
4. Off set alarm setting
5. Dimmer adjustments
6. Alarm list and required response
7. Rate of turn/Weather conditions /rudder limit settings.
8. How to setup and monitor track control system
9. Limitations of Equipment

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Review Date : 24-Jan-25
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VDR
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Procedure for performance test /Self-test
2. VDR back up procedure
3. Location of VDR software original CDS/DVD
4. Expiry date of batteries or associated parts
5. Procedure for monthly test of VDR EPIRB
6. Alarm list and required response
7. VDR data playback procedure
8. Limitations of Equipment

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EPIRB
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Operating procedure in case of emergency
2. Procedure to follow in case of accidental activation of the EPIRB
3. Monthly test procedure
4. Auto and manual activation
5. Identification of expiry date HRU/Battery and equipment

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SART
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Operating procedure in case of emergency
2. Monthly test procedure with X band radar
3. Mounting methods and location
4. Expiry date of battery

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Review Date : 24-Jan-25
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BNWAS
MAKE:
MODEL:

MINIMUM GUIDELINES

1. Alarm testing procedure stage 1/stage 2/ stage 3

2. Procedure for making emergency alarm
3. Sensor location /Manual reset buttons
4. Power failure alarm test
5. BNWAS feed to other equipment’s
6. On/Off key -Locations.
7. Limitations of Equipment

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Review Date : 24-Jan-25
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SPEED LOG
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Change over from SOG to STW.
2. Self-diagnostic test procedure
3. Procedure to check accuracy of displayed speed and distance
4. Alarm list and required response
5. Limitations of Equipment

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ANEMOMETER
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Changing over units (Knots to m/s and vice versa)
2. Dimmer adjustments
3. Location of breaker
4. Limitations of Equipment

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STEERING GEAR SYSTEM

MAKE:
MODEL:

MINIMUM GUIDELINES

1. Procedure for start, stop & changeover of steering gear motors

2. Alarm list and required response
3. Procedure to carry out steering gear test and checks as mentioned below –
a. Maker’s recommendations on testing of steering gear system
b. Procedure for testing of Steering gear system on all available:
▪ Telemotor systems.
▪ NFU system.
▪ Steering Motors
c. Test of all alarm systems and indicators in bridge
d. Communication between steering gear room and bridge (primary and
back up).
4. Procedure to carryout Emergency steering drill including direct control from
the steering gear compartment, communications between the bridge and
steering gear, the operations of alternative power supplies
5. Verification and synchronisation of bridge and steering gear rudder angle
indicators.
6. Limitations of Equipment

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BOW THRUSTER
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Basic operating procedure
2. Testing procedure and alarms
3. Procedure to operate BT by portable unit
4. Limitations of Equipment

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TELEGRAPH
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Procedure to test telegraph
2. Alarm list and required response
3. Response delay time
4. Location of Spare illuminating bulbs of indicator
5. Limitations of Equipment

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MAIN ENGINE CONTROL PANEL

MAKE:
MODEL:

MINIMUM GUIDELINES
1. Operating Instructions
2. Procedure for Emergency Stop/slow down
3. List of the slow down alarms which can be cancelled from bridge console in
an emergency.
4. Alarm list and required response
5. Main engine blown through and trying out procedure .
6. Procedure for Increasing decreasing rpm.
7. Identification of critical Rpm range.
8. Procedure for emergency manoeuvring
9. Limitations of Equipment

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WEATHER FACSIMILE
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Operating Instructions.
2. Limitations of Equipment

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NAVIGATION LIGHT
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Operating Instructions.
2. Procedures for testing navigation lights
3. Actions in event of failure
4. Procedure to check lights are correctly aligned and unobscured across their
arcs of visibility.
5. Procedure to test navigation light on main and emergency power supply.

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SOUND SIGNALLING EQUIPMENT

MAKE:
MODEL:

MINIMUM GUIDELINES
1. Operating Instructions.
2. Procedure to test sound signalling equipment
3. Manual operation procedure by roller guides and wires operation
4. Setting and operation of sound signals as per COLREGS
5. Limitations of Equipment

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DIGITAL PUBLICATIONS

MINIMUM GUIDELINES
1. Procedure for updating digital publications (ADRS, ADLL, ATT)
2. Procedure for updating REGS4SHIPS
3. Procedure to updating Non-Admiralty publications
4. Procedure for updating ADC (Admiralty Digital Catalogue)
5. Procedure for updating AENP (Admiralty e-Nautical Publications)

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ENC/PAPER CHARTS & PUBLICATIONS MANAGEMENT

SOFTWARES
(Example: Navtor, Chart world, e-Mariner, Witherby etc...)

MINIMUM GUIDELINES
1. Procedure for ordering charts and publications
2. Procedure for renewal of permits
3. Contact and mail details of customer service providers
4. Other functions of the available software
5. Location of the software’s user manual, CD or Pen drive
6. Action to be taken in case of software failure

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ADDITIONAL EQUIPMENTS
MAKE:
MODEL:

MINIMUM GUIDELINES
1. Basic Operating Instructions
2. Procedure to carryout test / checks
3. Backup and recovery guidelines
4. List of alarms and required response
5. Limitation of equipment’s
6. Action in case of failure as per makers manual

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Standard list of user chart which need to be kept ready irrespective of trading area and
other user charts used by the vessel.
Vessels are required to prepare user charts in the ECDIS under the name “Company
UC” as per the list below,

SL No Geographical Area Company reference

1 Parana River Safeguard April’2022

(Argentina coast)

2 North Sea (TSS “Off Texel”) Safety Bulletin 23/2021 (eNP-55)

(Netherland coast)

3 Malaysian Peninsula Managers instructions 26/2021

(Anchoring off Malaysia)

4 Indonesia Managers instructions 33/2021 (Vessel’s

detention due to illegal anchoring off
Indonesia)

1. Parana River (Argentina coast)

Grounding on a soft bottom in Rio Parana River due to siltation. All vessels are required to mark
under the “Company UC”.

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2. North Sea (TSS “Off Texel”) (Netherland coast)

Violation of IMO Routing Measure – A laden oil tanker failed to follow the designated
mandatory Deep-Water Route (TSS 'Off Brown Ridge' and TSS 'Off Friesland'; see Figures 1 and
2), resulting in a penalty imposed by the Netherlands Coast Guard.

Figure 1

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Figure 2

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Using the coordinates below, plot lines in the user chart named “Company UC” in the
ECDIS

Note: IMO Ship’s Routeing Guide is required as per SOLAS Chapter V/10 and should be referred
to understand international routeing guidelines and eNP-55

3. Malaysian Peninsula

Anchoring off Malaysia - The Malaysia Maritime Enforcement Agency (MMEA) have
launched ‘Operation Jangkar Haram’, that basically means - anchoring forbidden -
detention of vessels that are anchoring without permission in the eastern waters of
Johor (South China Sea).

It is assumed that the MMEA is using territorial limits prescribed by a 1979 chart. These
territorial limits are as much as 60 nautical miles off the coast of mainland Malaysia and
prior approval of the MMEA must be obtained for dropping anchor in the stated
waters.

Action required by vessels:

Masters of vessels planning to anchor in the area to the south, the east, and the west of
the
Singapore and the Malay Peninsula are reminded of the following:

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1. Vessels should not anchor in the areas surrounding the approaches to fairways
that lead to Singapore and Malaysian ports without permission of the concerned
port authorities.
2. Masters planning to anchor outside the port limits of Malaysia but close to the
coast, if not limited by other state’s port limit boundaries are required to:
• Keep well clear of the Malaysia Continental Shelf Co-ordinates (see attached
‘Malaysia Continental Shelf Co-ordinates from 1979 chart’), or
• If intending to anchor inside the above provided limits, notify and seek the
permission of Malaysian authorities, wherein such situation may amount to
calling a Malaysian port. (If in doubt, kindly liaise with your respective marine
superintendent)
3. Using the coordinates below, plot lines in the user chart named “Company UC” in
the ECDIS.

Point Latitude (North) Longitude (East)

1 6° 18'.4 99° 27'.5
2 6° 16'.3 99° 19'.3
3 6° 18'.0 99° 06'.7
4 5° 57'.0 98° 01'.5
5 5° 27'.0 98° 17'.5
6 4° 55'.7 98° 41'.5
7 3° 59'.6 99° 43'.6
8 3° 47'.4 99° 55'.0
9 2° 51'.6 101° 00'.2
10 2° 41'.5 101° 12'.1
11 2° 15'.4 101° 46'.5
12 1° 55'.2 102° 13'.4
13 1° 41'.2 102° 35'.0
14 1° 19'.5 103° 03'.9
15 1° 15'.0 103° 22'.8
16 1° 13'.45 103° 26'.8
17 1° 08'.45 103° 32'.05
18 1° 11'.0 103° 34'.2
19 1° 15'.15 103° 34'.95
20 1° 16'.37 103° 37'.38
21 1° 15'.85 103° 36'.1
22 1° 17'.63 104° 07'.5
23 1° 17'.42 104° 02'.9
24 1° 17'.3 104° 04'.6

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25 1° 16'.2 104° 07'.1

26 1° 15'.65 104° 09'.47
27 1° 13'.65 104° 12'.67
28 1° 16'.2 104° 16'.15
29 1° 16'.5 104° 19'.8
30 1° 15'.55 104° 28'.45
31 1° 16'.95 104° 29'.33
32 1° 23'.9 104° 29'.5
33 1° 38'.0 104° 53'.0
34 1° 54'.4 105° 05'.2
35 2° 22'.5 105° 01'.2
36 2° 55'.2 104° 51'.5
37 3° 50'.1 104° 46'.5
38 4° 03'.0 104° 51'.9
39 5° 04'.7 105° 28'.8
40 5° 40'.6 105° 47'.1
41 6° 05'.3 105° 49'.2
42 6° 48'.25 104° 30'.0
43 7° 49'.0 103° 02'.5
44 7° 10'.25 102° 29'.0
45 6° 50'.0 102° 21'.2
46 6° 27'.8 102° 09'.6
47 6° 27'.5 102° 10'.0

4. Indonesia
Vessel detentions due to illegal anchoring off Indonesia
Detentions have mainly been observed:

• off Bintan Island

• North and East areas of Horsburgh Light
• off other Indonesian Islands.
These waters are often misunderstood as outside the port limit (OPL). Indonesia is
enforcing her jurisdiction over these waters and exercising detentions basis ‘illegal
anchoring as a threat to national security’.

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