Deck Procedures Manual (DPM)

DECK
PROCEDURES
MANUAL
(DPM)
2018
Deck Procedures Manual
Section: 1 Managing Director
Section 1 - General Approved by: Mikkjal Poulsen
Chapter: 0
Document code: DPM-01.00 Rev. No: 0 Issue date: 01.04.2018 Page No: 1 /1
SECTION 1
GENERAL
List of Changes Approved by: Aleksejs Sidorenko
Chapter: 1
LIST OF CHANGES
Revision
Date Section Chapter Pages Description of Changes
No
1 23.07.2018 4 1 1 Added reference on Checklist
1 23.07.2018 2 7 18 New revision of Checklist
2 15.08.2018 2 7 6 Amended with README and EPNM
Security related information included in passage
1 31.10.2018 2 2 11/23
plan
1 31.10.2018 6 8 1/1 Changes to mooring audit instructions
2 06.11.2018 6 8 1/1 Changes to schedule of mooring audit
3 14.11.2018 2 7 1/19 ECDIS defined as primary means of navigation
1 15.11.2018 1 2 4/5 Changes to manual contents
1/12 – 3/12; 7/12,
3 15.11.2018 5 2 Changes to anchoring procedures
8/12
4 27.11.2018 2 7 19/19 New revision of Checklist DPM-02.07.01
1 30.05.2019 6 7 1/1 New revision of the form DPM-02.05.05
2 17.06.2019 6 7 1/1 New revision of the form DPM-02.05.04
Revision of the ECDIS procedure.
3/19 – 6/19, 12/19, New revision of the forms DPM-02.07.01, DPM-
5 17.06.2019 2 7
15/19, 19.19 02.07.03, DPM-02.07.04.
New forms DPM-02.07.05 and DPM-02.07.06.
Revision of the ECDIS procedure for record
6 18.06.2019 2 7 5/19
keeping requirements
Update for pilot ladder construction requirements as
1 19.06.2019 5 1 1/8, 3/8, 4/8
per ISO 799-1
1 31.07.2019 2 3 4/16, 5/16 Added guidance for sailing in Panama Canal
Changes in procedure and revision of form DPM-
1 18.09.2019 6 5 1/2, 2/2
06.05.01
Changes in procedure and revision of form DPM-
1 18.09.2019 6 8 1/1
06.08.01
2 30.09.2019 2 2 9/24 Extended guidance to prevent distractions on bridge
Extended guidance to ship position and dangers
2 30.09.2019 5 2 1/13
monitoring at anchor
Extended guidance to working with tugs and boats,
1 25.10.2019 5 3 3/12 – 6/12, 10/12 double banking at berth, use of double line
stoppers.
Extended guidance for use of “dangerous cargo”
2 04.11.2019 4 1 1/3, 33 signals, revision of forms DPM-04.01.02, DPM-
04.01.03
Included guidance for emergency departure from
3 15.11.2019 5 2 12/13, 13/13
anchorage
Extended guidance for organization of mooring
2 15.11.2019 5 3 1/2
operations
3 26.11.2019 6 7 1/1 Revision of the form DPM-02.02.02
2 04.12.2019 2 3 5/18 – 7/18 Added guidance for sailing in Suez Canal
Extended guidance for monitoring of helmsman
1 04.12.2019 2 5 6/9
actions
3 10.12.2019 2 2 21/24 Changes to fire and safety rounds requirements
Added guidance for minimum composition of
4 22.01.2020 2 2 2/24
bridge watch during stormy weather
Added requirement to obtain information about
1 22.01.2020 5 6 1/10
POAC before STS operations
Changes to the guidance for minimum composition
5 28.01.2020 2 2 2/24
of bridge watch
4 13.03.2020 6 7 1/1 Revision of the form DPM-02.05.04, Pilot Card
Chapter: 1
Revision
No
Added guidance for Straits of Malacca and
3 09.04.2020 2 3 3/22, 8/22 – 11/22
Singapore (SOMS)
Revision of the bridge emergency checklist - form
1 28.04.2020 6 6 1/1
DPM-06.06.10 Man Overboard
Amendments to navigational and communication
1 05.05.2020 2 6 1/19
equipment maintenance procedures
Form DPM-02.06.03, Monthly Record of
5 05.05.2020 6 7 1/1
Navigational Equipment Defects removed
2 19.05.2020 2 6 13/20, 14/20 Added guidance related to the AIS
Changes to procedure on familiarization with
3 03.06.2020 2 6 1/20
bridge equipment
Changes to ECDIS procedures, revision of form
7 03.06.2020 2 7 5/19, 16/19, 19/19 DPM-02.07.03, forms DPM-02.07.02, DPM-
02.07.04, DPM-02.07.05, DPM-02.07.06 removed
1 03.06.2020 3 2 4/5, 5/5 Form DPM-03.02.01 removed
Revision of form DPM-04.01.01, form DPM-
1 03.06.2020 4 1 2/2
04.01.03 removed
1 03.06.2020 5 5 2/2 Revision of form DPM-05.05.01
Added requirements for record keeping, new form
2 03.06.2020 5 6 10/10
DPM-05.06.01 STS Operation Report
Revision of forms DPM-02.02.01, DPM-02.02.02,
DPM-02.04.01, DPM-02.06.02, DPM-06.03.01,
6 03.06.2020 6 7 1/1
forms DPM-02.06.01, DPM-03.01.01, DPM-
06.03.03 removed
4 03.06.2020 1 2 2/5, 3/5, 5/5 Changes to manual contents
6 16.06.2020 2 2 21/24, 22/24 Changes to fire and safety rounds procedure
Minimum qualification requirements stated for
2 08.07.2020 6 5 1/2
person conducting navigational audits
7 27.07.2020 2 2 10/24 Added guidance for review of the passage plans
Qualification requirements extended for
3 27.07.2020 6 5 1/2
navigational auditors
Procedure extended for remote navigational audit/
4 01.09.2020 6 5 1/2, 2/2
assessment, revision of the form DPM-06.05.01
Changes to guidance for use of echo sounder and
4 05.10.2020 2 6 12/20, 13/20
hand lead
3/18, 5/18, 7/18, Changes to ECDIS procedures, revision of the form
9 05.10.2020 2 7
15/18, 18/18 DPM-02.07.03
1 05.10.2020 6 3 10/11, 11/11 Changes in ADC calculation procedure
5 05.10.2020 6 5 2/2 Changes in navigational audits procedures
5 16.10.2020 2 6 6/20 Changes to magnetic compass adjusting procedures
Changes to magnetic compass maintenance
6 20.10.2020 2 6 5/21, 6/21
standards
Procedure extended for Company navigational
6 21.10.2020 6 5 1/3, 3/3
assessments
Added guidance for sound volume for navigational
10 23.11.2020 2 7 12/18, 18/18
alerts, revision of the form DPM-02.07.03
7 26.11.2020 2 6 9/21 Changes to radar maintenance procedures
8 27.11.2020 2 2 10/24, 17/24, 18/24 Changes to bridge organization
11 12.12.2020 2 7 5/18, 18/18 Added form DPM-02.07.05
Chapter: 1
Revision
No
4 18.12.2020 2 3 18/22 Changes to guidance for sailing in heavy weather
4 04.01.2021 5 2 10/14, 11/14 Extended guidance for long-term anchorage
8 25.02.2021 2 6 13/21 Changes to echo sounder alarm guidance
Extended guidance for mooring adjustments at
1 05.05.2021 4 2 1/3
berth
9 02.06.2021 2 2 12/24 Extended guidance for passage plan elements
Extended guidance for Master’s standing orders
10 28.06.2021 2 2 19/24
with bow crossing range (BCR)
Revision of the forms DPM-02.02.02 and DPM-
9 28.06.2021 6 7 1/1
02.04.01
Extended guidance for managing of Company
7 05.07.2021 6 5 3/3
navigational assessments
Extended guidance for STS operations training and
3 13.07.2021 5 6 2/10
drills
2 07.09.2021 2 5 5/9 Revision of Pilot/ Master Data Exchange
1 13.09.2021 6 2 1/4 Update of CATZOC guidance
2 27.10.2021 5 1 1/8, 4/8, 6/8 Changes to personal transfer operations procedure
3 11.11.2021 5 1 4/8 Changes to pilot ladder maintenance procedures
Chapter: 2
Contents Approved by:
Aleksejs Sidorenko
CONTENTS
Section 1. General
1.1 List of Changes
1.2 Contents
1.3 Introduction
Section 2. Navigation
2.1 General Provisions
1. References
2. Paramount Clause
3. Responsibilities
4. Safety and Protection of Environment
5. Working Language
6. Watchkeeping Personnel
7. Fitness for Duty
8. Voyage Planning
9. Go/ no go Situation
10. Ship’s Time
2.2 Bridge Organization
1. Watch Arrangements
2. Team Concept of Bridge Operation
3. Bridge Resource Management
4. Passage Planning
5. Record Keeping
6. Logbooks
7. Master’s Orders and Instructions
8. Fire and Safety Rounds
9. Ship’s Manoeuvring Characteristics
10. Bridge Documentation
2.3 Navigating Instructions
1. Route Determination
2. Territorial Waters and Special Areas
3. Traffic Separation Schemes
4. Distance Off
5. Navigation in Straits and Canals
6. Course and Speed
7. Speed in Restricted Waters
8. Standby Conditions
9. UMS Operations
10. Steering Gear
11. Additional Generators
12. Sea Passage
13. Weather Routing
14. Navigation in Heavy Weather
15. Shelter
2.4 Watchkeeping at Sea
1. Responsibilities
2. Lookout
3. Helmsman
4. Handing over the Watch
5. Taking over the Watch
6. Performing a Navigational Watch
2.5 Watchkeeping under Different Conditions
1. Clear Weather
2. Deteriorating and Restricted Visibility
3. Hours of Darkness
4. Coastal and Congested Waters
Chapter: 2
Aleksejs Sidorenko
5. Navigation with Pilot

6. Heavy Weather
7. Low Temperatures
8. Anchor Watch
2.6 Navigational and Communications Equipment
1. General
2. Maintenance
3. Integrated Bridge Systems
4. Bridge Navigational Watch Alarm System (BNWAS)
5. Magnetic Compass
6. Gyro Compass
7. Course Recorder
8. Automatic Pilot
9. Off-course Alarm
10. Radar/ ARPA
11. VHF Bridge Radio
12. Portable Walkie-talkie Radios
13. Electronic Position Fixing Systems
14. Speed and Distance Measuring Log
15. Echo Sounder and Hand Lead
16. Automatic Identification system (AIS)
17. Voyage Data Recorder (VDR)
18. Long-range Identification and Tracking (LRIT)
19. NAVTEX Receiver
20. EGC Service (Inmarsat C)
21. Flags and Signalling Equipment
22. Searchlights and Flood Lights
23. Binoculars
24. Chronometers
25. Ship’s Clocks
26. Pyrotechnics and Distress Signals
27. Meteorological Instruments
28. Sextants
29. Testing Prior to Getting Underway
2.7 Electronic Chart Display and Information System (ECDIS)
1. Objectives
2. Requirements
3. Use of ECDIS as Primary Mode of Navigation
4. References
5. Appendix
• Form DPM-02.07.01 ECDIS Type-Specific Onboard Familiarization Checklist
• Form DPM-02.07.03 ECDIS Voyage Safety Parameters
Section 3. Radio Watch and Communications

3.1 Radio Watch on GMDSS Ship
1. General Provisions
2. Radio Watch Arrangements
3. Performing the Radio Watch
4. Distress Communications
5. Urgency Communications
6. Safety Communications
7. Radio Watchkeeping Requirements
8. GMDSS Radio Log
9. Tests of GMDSS Equipment
10. Guidance for Avoiding False Distress Alerts
11. Maintaining GMDSS Operator Familiarization
Chapter: 2
Aleksejs Sidorenko
3.2 Ship - Shore Communications

1. Scope
2. Responsibility
3. Daily Reporting System
4. General Instructions on Communications
5. Ship - Shore Communication Methods
6. Private Radio Communications
7. Radio Traffic Reports
8. Appendix
• Form DPM-03.02.02 List of Private Traffic
Section 4. Port Procedures

4.1 Preparations for Arrival in Port
1. General
2. Approaching U.S. waters
3. Testing of Cargo Equipment on Tankers
4. Berthing Preparations
5. Appendix
• Form DPM-04.01.01 Pre-Arrival Checklist - General
• Form DPM-04.01.02 Pre-Arrival Checklist - Navigation
4.2 Ensuring Ship Safety at Berth
1. Personnel on Board in Port
2. Safe Mooring
3. Mooring Adjustments
4. Monitoring Under Keel Clearance
5. Weather Monitoring
6. Use of Standby Tugs
7. Emergency Use of Tugs
8. Leaving Berth in Emergency
4.3 Deck Watch in Port
1. General
3. Taking Over Deck Watch
4. Performing the Deck Watch
4.4 Preparations for Departure
1. Responsibilities
2. Verification of Intact Stability and Damage Stability for Tankers
3. Pre-departure Notices and Checks
4. Appendix
• Form DPM-04.04.01 Pre-Departure Checklist
Section 5. Marine Operations

5.1 Personal Transfer Operations
2. Requirements
3. Responsibilities
4. Personal Transfer Arrangements and Procedures
5.2 Anchoring Operations
2. Restrictions
3. Readiness of Anchor Gear
4. Dropping Anchor
5. Operational Aspects
6. Windlass Brake Application
7. Anchoring at Considerable Sea Depth
8. Anchoring in Current
9. Use of Anchor for Berthing
10. Emergency Anchoring
Chapter: 2
Aleksejs Sidorenko
11. Deteriorating Weather

12. Long-term Anchorage
13. Weighing Anchor
14. Emergency Departure from Anchorage
15. Maintenance of Anchoring Systems
16. Maintenance of Main Engine While at Anchor
17. Appendix
• Form DPM-05.02.01 Anchoring Checklist
5.3 Mooring Operations
1. General guidance on berthing
2. Mooring arrangements
3. Management of moorings at berth
4. References
5.4 Tug Assistance in Port
5.5 Tug and Other Craft Alongside
1. Scope
2. Conditions to be observed by craft
3. Conditions to be observed by the ship
4. Procedure
5. References
6. Appendix
• Form DPM-05.05.01 Craft Alongside Checklist
5.6 STS Operations
1. General
2. STS mooring operations
3. Risk assessment of STS operations
4. Record Keeping
5. Appendix
• Form DPM-05.06.01 STS Operation Report
5.7 Helicopter Operations
1. General
2. Appendix
• Form DPM-05.07.01 Helicopter/ Ship Operations Checklist
5.8 Emergency Towing
1. General
2. Preparations
3. Towing operation
4. Appendix
• Form DPM-05.08.01 Emergency Towing Checklist
5.9 Ice Operations
1. Objectives
2. Requirements
3. Ice Navigation
4. References
Section 6. Annexes
6.1 Annex I Nautical Publications Management System
2. Duties and Responsibilities of the Master and Navigators
3. Outfit Management
4. Updating of Charts and Publications
6.2 Annex II Symbols and Abbreviations Used in Navigation
6.3 Annex III Under Keel Clearance (UKC) and Air Draft Clearance (ADC)
1. Company’s UKC policy
2. Calculation of ship’s UKC
3. Company’s ADC policy
4. Calculation of ship’s ADC
Chapter: 2
Aleksejs Sidorenko
6.4 Annex IV Company Standing Orders for Deck Officers

1. Standing Orders for Deck Officers in Charge of the Watch in Port
2. Standing Orders for Officers in Charge of Navigational Watch
6.5 Annex V Navigational Audits and Assessments
1. General
2. Master’s Navigational Audit
3. Navigational Audit during Passage
4. Remote Navigational Audit/ Assessment
5. Company Navigational Assessment
6. Appendix
• Form DPM-06.05.01 Navigational Audit Check List
6.6 Annex VI Bridge Emergency Check Lists
• Form DPM-06.06.01 Main Engine Failure
• Form DPM-06.06.02 Steering Failure
• Form DPM-06.06.03 Gyro Failure/Compass Failure
• Form DPM-06.06.04 Bridge Control/Telegraph Failure
• Form DPM-06.06.05 Imminent Collision/Collision
• Form DPM-06.06.06 Stranding or Grounding
• Form DPM-06.06.07 Fire
• Form DPM-06.06.08 Flooding
• Form DPM-06.06.09 Abandoning Ship (Boat/Liferaft Stations)
• Form DPM-06.06.10 Man Overboard
• Form DPM-06.06.11 Search and Rescue
• Form DPM-06.06.12 ECDIS Failure
6.7 Annex VII Bridge/ Deck Check Lists and Forms
• Form DPM-02.02.01 Passage Plan
• Form DPM-02.02.02 Passage Planning Checklist
• Form DPM-02.04.01 Changing Over the Watch
• Form DPM-02.05.01 Navigation, Deep Sea
• Form DPM-02.05.02 Navigation, Coastal Waters/ TSS
• Form DPM-02.05.03 Pilotage
• Form DPM-02.05.04 Pilot Card
• Form DPM-02.05.05 Pilot/ Master Information Exchange
• Form DPM-02.05.06 Anchor Watch
• Form DPM-02.05.07 Restricted Visibility
• Form DPM-02.05.08 Navigation in Heavy Weather or in Tropical Storms
• Form DPM-02.06.02 Daily Tests and Checks
• Form DPM-05.09.01 Navigating in Ice
• Form DPM-06.03.01 UKC and ADC Form
• Form DPM-06.03.02 Over the Tide Discharging Checklist
Introduction Approved by: Mikkjal Poulsen
Chapter: 3
INTRODUCTION
This Deck Procedures Manual (DPM) is designed as a guideline to good bridge watchkeeping and marine
operations. It contains much useful information and instructions and includes the Company’s requirements
and recommendations concerning safe and efficient navigational and radio watch in compliance with
applicable regulations and standards.
No such a guideline can be completely comprehensive or cover every eventuality and the Master has the
right to choose his own course of action in extraordinary circumstances.
Every departure from instructions contained in the DPM shall be reported by the Master to the Company at
the first opportunity describing the circumstances and giving reasons for such action.
Relevant checklists contained in DPM must be used whenever appropriate.
Master, all Senior ship Officers, all deck Officers and deck Ratings shall be acquainted with the content of
this manual as appropriate.
Every deck Officer prior to taking over the first watch shall be properly familiarised with the Company’s
Standing Orders for Deck Officers annexed in this Manual.
Section 2 - Navigation Approved by: Mikkjal Poulsen
Chapter: 0
SECTION 2
NAVIGATION
General Provisions Approved by: Mikkjal Poulsen
Chapter: 1
GENERAL PROVISIONS
1. References
Navigational watch organization and practice must comply with the requirements of international SOLAS
and MARPOL conventions, STCW code and recommendations of relevant international guides, such as ICS
Bridge Procedures Guide, NI Bridge Team Management, Mariner’s Handbook, etc.
Requirements and guidelines of these sources are important part of the Company's safe navigation policy,
which must be understood and observed by all watchkeepers all the time.
2. Paramount Clause
Nothing stated in this Manual shall be construed in such a manner that relieves the Master of the vessel from
taking any actions that he deems necessary in order to:
• preserve and protect the safety of the crew;
• preserve and protect the safety of the vessel;
• protect the integrity of the cargo under his custody; and
• protect the environment in which he is operating.
The Master’s authority on board shall not be compromised, reduced or restricted by any statement contained
herein. He shall also have unrestricted access to all Company responsible office staff in order to assist him in
the pursuit of the vessels voyage.
3. Responsibilities
Company’s HSSEQ Director is responsible for maintaining navigational standards on board vessels. He
regularly reviews navigation practices/ procedures to ensure navigation standards are maintained by
adopting improved navigation practices, equipment, training and procedures, reflecting new legislation,
technology and updated industry standards.
Ship’s Master all the time bears ultimate responsibility for safe navigation of the ship and proper
implementation of Company navigation procedures and applicable international and industry standards
aboard the ship. He is responsible for conducting navigational audits, which are formally recorded, to ensure
that all officers are complying with applicable navigational regulations and Company procedures.
Navigational Officer of the Watch (OOW) is responsible for safe navigation of the ship, proper application
of Company navigation procedures, relevant international and industry standards and compliance with
Master’s orders during his watch.
4. Safety and Protection of Environment
The Master, Officers and Ratings shall take every precaution to ensure that safety of life and of the ship take
precedence over other considerations.
Chapter: 1
The Master, Officers and Ratings shall be aware of the serious effects of operational or accidental
environmental pollution and shall take all possible precautions to prevent such pollution, particularly within
the framework of relevant international and port regulations.
The Master, Officers and Ratings shall be aware of any local legal requirement for environment as
applicable to each port the ship is calling at. To ensure this the Master should request through the port Agent
for local environmental requirements prior to each port call.
5. Working Language
To ensure effective crew performance in safety matters ship’s Master shall determine the appropriate
common working language on the ship.
Upon undertaking his duties ship’s Master shall record in the Deck Logbook the established working
language on the ship as required by SOLAS Chapter V Regulation 14.
When determining the working language ship’s Master shall ensure that the following conditions are met:
• each seafarer can understand and, where appropriate, give orders and instructions and to report back
in the working language;
• all plans and lists required to be posted are in the working language or shall include a translation into
the working language;
• all training manuals and training aids for Life Saving Appliances (LSA) are provided in the working
language of the ship in each crew mess room and recreation room or in each crew cabin, containing
detailed instructions on the use of each life-saving appliance.
English shall be always used on the bridge as the working language for bridge-to-bridge and bridge-to-shore
safety communications as well as for communications on board between the pilot and bridge watchkeeping
personnel, unless those directly involved in the communication speak a common language other than
English.
6. Watchkeeping Personnel
6.1 The watchkeeping personnel shall be duly qualified appropriate to the assigned duties in compliance
with the Flag State regulations and STCW Convention requirements.
6.2 The officer in charge of the navigational/deck, radio or engineering watch shall hold suitable
certificates and endorsements.
6.3 The rating forming a part of a navigational or engineering watch shall hold certificate of competence
required for the assigned duties.
7. Fitness for Duty
7.1 The Master of the vessel shall ensure that watchkeeping system is so arranged that the efficiency of all
watchkeeping personnel is not impaired by fatigue.
7.2 The first watch at the commencement of a voyage and all subsequent relieving watches shall be
sufficiently rested and in all respects fit for their duty. Minimum rest periods shall comply with applicable
national requirements and STCW Convention provisions.
Chapter: 1
7.3 When in the Master’s opinion the Officers on the watch are experiencing excessive fatigue due to long
time without rest, the vessel may be brought to a safe anchorage or safe position where the officer may
obtain rest until such time as it is reasonable to proceed on the voyage.
7.4 All seafarers must be explained the meaning of “Fitness for Duty”, “Fatigue” and factors that may
contribute to fatigue building up. It should be made clear to them that they are responsible to remain fit for
duty and to report to their supervisors if they are tired.
7.5 The Master of a ship shall ensure that the schedule of working hours at sea and in port is established
and updated when changed for every seafarer in compliance with ap-plicable requirements of the flag State,
STCW Convention, MLC Convention, collec-tive agreement. Such working arrangements in standard form
shall be posted in places where they are easily accessible.
7.6 To monitor compliance with the work/ rest requirements records of seafarers’ daily hours of work/rest
should be maintained by the Master or a person authorised by the Master. Recording procedure determined
by the flag State shall also be followed.
8. Voyage Planning
8.1 The Master must ensure a detailed voyage planning prior to its commencement taking into
consideration all pertinent circumstances and requirements.
8.2 Passage plan should be completed prior to a voyage as set out in this Manual.
8.3 The Chief Engineer shall, in consultation with the Master, determine in advance the needs for fuel,
water, lubricants, chemicals, spare parts and tools.
8.4 Ship’s stores of bunker, fresh water and victuals shall be sufficient to arrive at the next port where they
can be replenished with an appropriate safe margin of reserve. A vessel under all possible conditions should
have bunker onboard to perform intended voyage or reach intended/possible bunkering port/place en route
plus safe minimum quantity of bunker for not less than 5 (five) days of steaming. It is important that this
quantity includes also a sufficient amount of bunkers for cargo heating, if required for the particular cargo.
8.5 In areas where possible bunkering ports/places are located less than three days of steaming from each
other the vessel under all possible conditions should have bunker onboard in order to perform intended
voyage or reach intended/possible bunkering port/place en route plus safe minimum quantity of bunker for
not less than 3 (three) days of steaming.
8.6 The Master must determine that the vessel is fit and prepared in all respects to undertake the given
voyage and that the depth of water at both origin and destination port and route is sufficient for her to always
remain afloat.
9. Go/No Go Situation
9.1 General
Based on risk assessment (prevailing circumstances and conditions relating to vessel situation, equipment
condition and weather), the Master must take a decision on whether the ship is ready or not for port
departure or entrance (‘go' or ‘no go' situation). The office is to be advised immediately in the event of a “no
go” situation.
Chapter: 1
9.2 “Go” Situation
As an example, the following criteria must be met:

• Authorisation received from port authority.
• Pre-departure or arrival checks completed satisfactorily.
• Weather conditions acceptable.
• Equipment operational.
• A seaworthy ship
9.3 “No go” Situation

The following would result in a “no go” situation and prevent departure:
• No authorisation.
• Critical equipment or machinery not working.
• Vessel unseaworthy.
• Adverse weather conditions.
10. Ship’s Time
10.1 Ship's time at sea is recommended to keep on zone time. During stay in port ship's clocks are expected
to be set to local time.
10.2 The 24 Hour (0000 to 2400) system of time recording shall be used. ETA is to be given to agents in
local time, correspondence to Company offices - in local time or GMT.
Bridge Organization Approved by: Aleksejs Sidorenko
Chapter: 2
Document code: DPM-02.02 Rev. No: 10 Issue date: 28.06.2021 Page No: 1 / 24
BRIDGE ORGANIZATION
1.1 General
The Master of every ship carries ultimate responsibility for the safety of the ship and must ensure that
watchkeeping arrangements are adequate for maintaining a safe navigational watch at all times.
Under the Master's general direction the officers in charge of the navigational watch (OOW) are responsible
for navigating the ship safely during their periods of duty. It is essential that OOW realizes that the efficient
performance of his/ her duties is necessary in the interests of the safety of life and property at sea and of
preventing pollution of the marine environment.
1.2 Bridge Manning
Composition of bridge team should be set at the Master's direction, taking into account Company’s guidance
and according to navigation conditions to ensure safety of navigation and compliance with all requirements.
OOW must continuously reassess manning level of the navigational watch and should ensure that sufficient
number of watchkeepers is assigned to the watch in order to ensure that all necessary functions of the bridge
are efficiently performed. OOW must report immediately to Master on necessary augment in bridge
manning level.
In determining whether the composition of the navigational watch is adequate to ensure that a proper look-
out can be maintained continuously, all relevant factors should be taken into account, including the
following:
• the need to ensure that the bridge is never left unattended;
• weather conditions, visibility and whether there is daylight or darkness;
• traffic density, and other activities occurring in the area in which the ship is navigating;
• proximity of navigational hazards which may make it necessary for the officer in charge of the
navigational watch to carry out additional navigational duties;
• the attention necessary when navigating in or near traffic separation schemes or other routeing
measures, or within industrially controlled work zones;
• the additional workload caused by the nature of the ship’s functions, immediate operating
requirements and anticipated manoeuvres;
• the fitness for duty of any crew members on call who are assigned as members of the watch,
including compliance with applicable work hour regulations;
• knowledge of and confidence in the professional competence of the ship’s officers and crew;
• the experience of each OOW, and the familiarity of that OOW with the ship’s equipment, procedures
and manoeuvring capability;
• activities taking place on board the ship at any particular time, including radio communication
activities, and the availability of assistance to be summoned immediately to the bridge when
necessary;
• the operational status of bridge instrumentation and controls, including alarm systems;
• unmanned machinery space (UMS) controls, alarms and indicators provided on the bridge,
procedures for their use and limitations;
• rudder and propeller control and ship manoeuvring characteristics;
Chapter: 2
• the size of the ship and the field of vision available from the conning position;
• the configuration of the bridge, to the extent that such configuration might inhibit a member of the
watch from detecting by sight or hearing any external development;
• any unusual demands on the navigational watch that may arise as a result of special operational
circumstances;
• any other relevant standard, procedure or guidance relating to watchkeeping arrangements and
fitness for duty.
At all times when the vessel is not securely moored at a berth, the bridge steaming watch shall be manned by
a licensed deck officer. This may be the Master or his designated deck OOW. This minimum manning shall
be augmented at the discretion of the Master but will not be less than the levels listed below.
Minimum Composition of Bridge Watch and ER Status
Bridge Number of Watchkeepers

Engine Room
General Sailing Conditions Steaming Licensed Deck Licensed Deck Ratings
Status
Watch Officers (Lookout/ Helmsman)
Open sea, clear weather or at anchor I 1 1* Unmanned
Open sea, restricted visibility II 2** 1 Unmanned
Congested waters or stormy weather II 2** 1 Manned
Congested waters and restricted
III 2** 2 Manned
visibility, entering or leaving port
* At daylight the Rating may be temporarily absent on bridge at OOW discretion and subject to Master’s approval.
** One of the Officers is the Master, however under special circumstances such as extended pilotages or extended
stormy weather periods, the Master may delegate temporarily this post to the Chief Officer.
Open sea conditions mean open waters located at significant distance from shore navigational hazards and
traditional shipping lines where actions to avoid a collision is not expected to be limited by existence of a
third vessel or proximity of other navigational hazards.
Restricted visibility conditions mean those in which the visibility is general case is approximately 2.5
nautical miles or less, or is not more than that designated separately by the Master and where conduct of
vessel’s navigation is covered in COLREG Rule 19. Restricted visibility upper limit will vary according to
changing circumstances.
Congested or high-density traffic waters means an area of water where the situation repeatedly arises in
which a vessel is likely to collide with another vessel and an action to avoid a collision is limited by the
existence of a third vessel or fixed structure, or where such situation is expected to arise.
Stormy weather is defined as conditions with winds of Beaufort Scale 9 or more and a Significant Wave
Height of 7 meters or more.
Ship’s Master should not hesitate to augment bridge manning in excess of minimum requirements whenever
required, particularly the number of licensed deck officers on bridge should be augmented to three and/ or
additional ratings engaged as lookouts at high-risk conditions when ship-specific risk assessment requires so
(exceptionally narrow margins of safety, essential equipment breakdown/ malfunction, combination of
several factors, etc.)
Composition of the Bridge watch and any changes should be recorded in deck log.
Chapter: 2
1.3 Bridge Team Functions/ Tasks
The main bridge functions and tasks include administration, navigation, collision avoidance, communication,
lookout, helmsman, which should be fulfilled as explained in this Manual and in accordance with the
requirements of international SOLAS and MARPOL conventions, STCW code, COLREG-72 as amended,
and recommendations of relevant international guides, such as ICS Bridge Procedures Guide, NI Bridge
Team Management, etc.
1.3.1 Administration
This function is performed by conning officer – Master, Chief Officer or OOW as appropriate. The main
tasks of this function are:
• assigning functions/ tasks to bridge team members depending on their qualifications, experience and
expected workload;
• briefing and de-briefing of bridge team;
• supervising and coordinating of all bridge functions, bridge resource management;
• conning the ship by ordering ship’s speed, course, wheel movements, thruster operation, etc.
1.3.2 Navigation
This function is performed by licensed officer in charge of the navigational watch and is aimed to monitor
ship’s position and to ensure that ship navigates according to passage plan. The main tasks are:
• maintaining of navigational plot;
• regular fixing of ship’s position;
• reporting to conning officer any ship’s deviation from planned track and proposed ship’s course/
speed alterations to regain the planned track;
• monitoring of underkeel clearance;
• ensuring proper execution of steering and engine orders;
• regular checking of navigational and communications equipment;
• keeping navigational and communication records.
1.3.3 Collision Avoidance

This function is performed by licensed officer in charge of the navigational watch and is aimed to prevent
ship collision and to ensure compliance with COLREG. The main tasks are:
• monitoring movement of other ships
- by taking visual bearings of closing targets,
- by operating ARPA equipment or conducting manual plotting of targets;
• reporting to conning officer
- all targets with CPA range less than minimum specified,
- proposed ship’s course/ speed alterations to attain minimum specified CPA range;
• keeping records on other ship movements as appropriate.
1.3.4 Radiocommunications
This function is performed by duly licensed officer in charge of the navigational watch. The main tasks are:
• VHF, MF, HF watchkeeping;
• conducting ship-to-ship and ship-shore communications;
• ensuring that records of relevant communications are maintained.
Chapter: 2
1.3.5 Lookout
This function is performed by licensed deck rating and/ or officer in charge of the navigational watch. The
purpose of this function is to appraise the situation and the risk of collision, stranding and other dangers to
navigation, detection of ship or aircraft in distress, shipwrecked persons, wrecks and debris. The main task is
keeping continuous state of vigilance by sight and hearing and reporting as specified by conning officer.
1.3.6 Helmsman
This function is required only when manoeuvring the ship and the task is performed by licensed and properly
trained deck rating. The helmsman will not have other duties when assigned to the helm. The main task is to
execute steering orders and report as specified by conning officer.
1.4 Assignment of Functions/ Tasks
Bridge team members must have assigned functions/ tasks with clear understanding how to fulfil effectively
the team roles they have been assigned. Depending on bridge manning level one or several different
functions/ tasks may be assigned by conning officer to individuals. In particular case at relevant conditions
conning officer himself can carry out all functions, except for helmsman task (e.g. when OOW being the
sole lookout on bridge at daylight conditions).
Conning officer should ensure that each team member understands his/ her duties by conducting team
briefings and instructing each individual as appropriate. Team members should be asked that they
understand the tasks and duties assigned to them. To avoid confusion at a later stage, any concerns must be
raised immediately.
Conning officer should use the following guidance on standard assignments of bridge team functions when
distributing roles to bridge team members, however, he should not hesitate to reassign particular task to
another individual should the circumstances require so.
Standard Assignment of Bridge Functions for Steaming Watch I
Bridge
Licensed Deck Officer Licensed Deck Rating
Functions/ Tasks
Administration X
Navigation X
Collision avoidance X
Radiocommunications X
Lookout Task assigned/ reassigned by OOW depending on particular conditions
Helmsman X
Standard Assignment of Bridge Functions for Steaming Watch II
Bridge
Master Licensed Deck Officer Licensed Deck Rating
Functions/ Tasks
Administration X
Navigation X
Lookout Task assigned/ reassigned by Master depending on particular conditions
Helmsman X
Chapter: 2
Standard Assignment of Bridge Functions for Steaming Watch III
Bridge Licensed Deck Licensed Deck Licensed Deck

Master
Functions/ Tasks Officer Rating Rating
Administration X
Navigation X
Lookout X
Helmsman X
In general case Navigation and Collision Avoidance bridge functions should not be undertaken by the
Master and he should consider the benefit of the OOW retaining control of these functions. Such position
will strengthen the bridge team as the Master may provide more effective support and monitoring in this
role, including cross-checking of individual human decisions so that risks of an error made by one person
having serious consequences are minimized.
1.5 Master on the Bridge
The Master shall attend the bridge at all times when:

• the vessel is manoeuvring by using her engines;
• the vessel, her crew, her cargo or the environment is under threat as a result of danger or security
issues;
• he is requested on bridge by the OOW.
1.6 Control of the Bridge
Assigned OOW is in control of the bridge and the bridge team, until relieved. Master’s arrival on the Bridge
does not mean automatically transfer of responsibility for the bridge control and conning the ship from
OOW to the Master. Until the Master states otherwise, the con remains with the OOW.
The Master shall inform the OOW in a clear and unambiguous manner at the time
• when he assumes control of the bridge and responsibility for the con; and
• when he returns responsibility for the con to OOW.
Each transfer of control of the bridge, e.g. the responsibility for conning the ship, must be mutually
understood and recorded in deck log.
The Master should consider the benefit of the OOW retaining control of navigation. Such action could
strengthen the bridge team as the Master may provide more effective support and monitoring in this role.
Note that the Officer of the Watch must not leave the bridge to accompany the pilot to and from the pilot
ladder during critical situations such as in high density traffic, poor visibility or restricted manoeuvring. In
such cases another deck officer must be tasked with this in order that the bridge team’s performance and
efficiency is not disrupted.
Chapter: 2
1.7 Communication Language
English shall be used on the bridge as the working language for bridge-to-bridge and bridge-to-shore safety
communications as well as communications on board between the pilot and bridge watchkeeping personnel
unless those directly involved in the communication speak a common language other than English.
2. Team Concept of Bridge Operation

The Company endorses team concept in the bridge organization wherein risk, that an error made by one
person will have disastrous consequences, is minimized.
Teamwork in bridge operation means that this is not an act of management by one person (e.g. conning
officer), but continuous analysis of the situation by all bridge team members and effective adaptation of the
team roles they have been assigned.
The success or failure of a whole team depends on the success or failure of each of its members. Effective
interaction within the bridge team is required, including cross-checking of individual human decisions so
that errors and confusions can be detected and corrected as early as possible.
The ability of team members to co-ordinate activities and communicate effectively with each other is
particularly vital during emergency situations.
There must be a free exchange of information between bridge team members to ensure adequate situational
awareness, e.g. being aware of what is happening around to understand impact of any information, event,
and any particular action both now and in the near future. Each team member needs to have a high level of
situational awareness on those factors that are relevant for his/ her role.
All bridge team members should be aware of the navigational situation and planned actions to the maximum
extent possible. The conning officer must keep other bridge team members apprised of intended manoeuvres
as fully as circumstances permit. In the event of the conning officer personally operating bridge controls,
(such as making autopilot course changes, changing engine control settings, etc.), the practice of announcing
the "order" to those present on the bridge is to be adhered to. These imperatives to keep bridge team
members informed can assist in improving the helmsman and lookout performance as well.
An appropriate approach to raising safety concerns or doubt without any fear of reprisal or ridicule must be
in place in order to ensure that chains of errors are identified and addressed as soon as possible and to allow
the factors pertaining to the safe navigation of the vessel to be brought to the attention of the cognizant
bridge team member or the whole team without delay.
Ambiguity - any situation that involves uncertainty, where information can be understood or interpreted in
more than one way, is a serious source of threat. Main reason of ambiguous situations is a lack of sufficient
information.
Each team member should draw the attention of other individuals, or even the whole team, to the noted
ambiguity and seek for missing information to eliminate ambiguity before making judgement or taking
action. Decisions may be questioned to clarify the situation, but not to challenge the authority of the Master
or to disregard the onboard chain of command.
Chapter: 2
3. Bridge Resource Management

3.1 General
Bridge resource management is the skill that balances efficient and successful administration with the
organization of all available resources to ensure safety of navigation.
Available resources vary from ship to ship, just as individual capabilities vary from person to person. The
master should at first establish the resources available and then balance the abilities and limitations of the
ship’s personnel to achieve a safe passage.
Master should continuously reassess how bridge watch resources are being allocated and used based on
bridge resource management principles:
• a sufficient number of qualified individuals should be on watch to ensure all duties can be performed
effectively;
• all members of the navigational watch should be appropriately qualified and fit to perform their
duties efficiency and effectively or the conning officer should take into account any limitations in
qualifications or fitness of the individuals available when making navigational and operational
decisions;
• duties should be clearly and unambiguously assigned to specific individuals, who should confirm
that they understand their responsibilities;
• tasks should be performed according to a clear order of priority;
• no member of the navigational watch should be assigned more duties or more difficult tasks than can
be performed effectively;
• individuals should be assigned at all times to locations at which they can most efficiency and
effectively perform their duties, and individuals should be reassigned to other locations as
circumstances may require;
• members of the navigational watch should not be assigned to different duties, tasks or locations until
the conning officer is certain that the adjustment can be accomplished efficiently and effectively;
• instruments and equipment considered necessary for effective performance of duties should be
readily available to appropriate members of the navigational watch;
• communications among members of the navigational watch should be clear, immediate, reliable, and
relevant to the business at hand;
• non-essential activity and distractions should be avoided, suppressed or removed;
• all bridge equipment should be operating properly and if not, the conning officer should take into
account any malfunction which may exist in making operational decisions;
• all essential information should be collected, processed and interpreted, and made conveniently
available to those who require it for the performance of their duties;
• non-essential materials should not be placed on the bridge or any work surface;
• members of the navigational watch should at all times be prepared to respond efficiently and
effectively to changes in circumstances.
3.2 Individual Qualifications and Fitness
It is essential that Master take into account the qualifications and experience of individual watchkeepers
when planning the bridge team for certain conditions. This applies to all members of the bridge team. The
person in charge of the bridge team (conning officer) at any particular time must be capable of making the
necessary navigational and operational decisions.
Chapter: 2
Watch Officers must be frequently observed by the Master to ensure that they are:
• proficient in radar plotting;
• capable of using all of the vessel’s navigational instruments and bridge equipment;
• thoroughly familiar with the duties to be performed under the different bridge watch conditions.
Similarly, the Master and OOW must frequently observe and assess the abilities of the other bridge team
members such as helmsman and lookouts to ensure a satisfactory level of competence.
The watchkeeping arrangements shall be such that the efficiency of watchkeeping officers and watchkeeping
ratings is not impaired by fatigue. Duties shall be so organized that the first watch at the commencement of a
voyage and the subsequent relieving watches are sufficiently rested and otherwise fit for duty.
3.3 Assigning Duties
It is essential that Master provide clear and unambiguous instructions to members of the bridge team on the
duties that they are expected to perform. Each individual must clearly understand what his/ her
responsibilities are.
It is the Master’s responsibility to ensure that all personnel, including OOW and unlicensed seamen, who
may be assigned to any duty station in any bridge watch, fully understand the duties they are expected to
perform.
3.4 Prioritising Tasks
The bridge team must understand the need to prioritise tasks in the order of importance and the need for the
emphasis on safety. It is essential that team members do not get engrossed and totally involved in a minor
item such as unimportant VHF call to the detriment of safe navigation.
The need for constantly re-appraising priority must be realised.
3.5 Task Reassignment
Although the Master remains responsible for his vessel at all times, conditions may arise under which Master
must rest or attend to other responsibilities. Master, therefore, must pre-plan his presence on the bridge and
consider delegating his authority to OOW in order to allow himself adequate rest.
Each bridge team member must be conscious of the inherent stress and distractions in bridge situations.
Stress affects each individual differently. 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. Tasks that are stressful to one person may not be stressful to another. Signs of stress include
difficulty in thinking, inattention, slow reactions, procedural violations or skipping procedures, muscle
aches, chills, pale complexion, dull or bloodshot eyes.
3.6 Communications
Effective communication between team members is critical to avoid misunderstandings. The conning officer
must acknowledge the information received from other bridge team member by repeating it. Any verbal
order addressed to team member must be repeated by that member before complying with the order.
Chapter: 2
The sender sends a message, the receiver acknowledges it by repeating the key parts back to sender, the
sender then confirms the acknowledgement. Bridge team members always should look for positive feedback
and never accept unclear feedback and words such as “possibly”, “maybe”, “I think so” or “usually”.
3.7 Distractions
3.7.1 General
The Company requires that the Master and all bridge team members devote their full attention toward
navigational safety. There can be no complacency in navigation. Navigational safety must be of the highest
priority on the bridge. The Bridge should be free from distractions and all non-essential activity should be
avoided.
Master and OOW should not be or allow himself/ herself to become distracted.
It is essential that there are no distractions or non-essential activity on the bridge to ensure co-ordinated
approach between all bridge watchkeepers. The following therefore are not permitted on the bridge:
• radios, televisions, personal computers or other media and social entertainment equipment;
• newspapers or magazines or other leisure reading material;
• any other item that could be deemed a distraction as determined by the Master.
3.7.2 Use of Mobile Phones
Using mobile phones while on navigational watch can be very dangerous. The use of mobile phone at
inappropriate time is distracting Bridge Team from the primary duties of navigation and conning of the
vessel, it may impede the exchange of vital information, delay reaction time, or cause attention lapses. The
most risky periods of using mobile phone on bridge are:
• In pilotage waters or when entering or departing port.
• When navigating in the vicinity of ports or anchorages.
• In restricted visibility.
• In areas of high traffic density.
• In areas of restricted sea room.
• When only one navigating officer is on watch.
Use of personal mobile phones is strictly prohibited on bridge at any time when the vessel is underway or at
anchor. Crew members may use their mobile phones during rest period only and definitely not when they are
on watch, have to complete an assigned task or duty.
Use of the Company supplied ship mobile phones on bridge is prohibited while the vessel is underway.
Outgoing mobile telephone calls are prohibited, and incoming calls may be diverted to a message service.
3.7.3 Access to Bridge
When the vessel is underway or at anchor only persons with immediate business are permitted on the bridge.
At Bridge Steaming Watch II and III levels, any personnel not connected with navigation are not allowed on
bridge unless required for some urgent work.
Chapter: 2
4. Passage Planning
4.1 General
The Master shall ensure that detailed passage plan is developed and appropriate up-to-date electronic
navigational charts and nautical publications are available prior to departure. Ship’s Master may delegate the
initial responsibility for preparing the plan for the passage to designated ship’s Navigation Officer, upon
completion the Master must approve the passage plan.
When calling at non-routine new ports or navigational routes (where the vessel has never navigated before
and where ship’s Master and Navigational Officers have never been previously) the passage plan must be
sent to the responsible Marine Superintendent for review.
The planned route should cover the way from berth to berth, including those waters where a pilot will be on
board.
The Company’s navigational instructions and principles, ICS Bridge Procedures Guide, NI Bridge Team
Management and good seamanship are to be adhered to in the preparation of the passage plan.
Only official nautical charts and publications should be used for passage planning, and they should be fully
corrected to the latest available notices to mariners and radio navigation warnings.
The passage plan should aim to establish the most favourable route while maintaining appropriate margins of
safety and passing distances offshore. When deciding upon the route, the following factors are amongst
those that should be taken into account:
• any routeing constraints imposed by the ship, e.g. draught, air draught, type of cargo;
• the adequacy and reliability of charted hydrographic data along the route;
• the availability and reliability of navigation aids, coastal marks, lights and radar conspicuous targets
for fixing the ship along the route;
• regulations such as ships’ routeing schemes and ship reporting systems;
• navigational warnings related to the area;
• advices and recommendations from relevant nautical publications;
• due protection of the marine environment;
• areas of high density traffic;
• weather forecasts and expected current, tidal, wind, swell and visibility conditions;
• ship operations that may require additional sea room, e.g. tank cleaning or pilot embarkation;
• capability and condition of the ship and her equipment, in particular the reliability of the propulsion
and steering systems on board;
• potential emergency situations in event of equipment breakdown (in relation to the possibility of such
occurrence on a lee shore, proximity to ports of refugee, etc.);
The above listing is not intended to be all-inclusive. Other factors pertinent to the voyage are to be given due
consideration.
4.2 Passage Planning Principles
There are four distinct stages in the planning and achievement of a safe passage:
1. Appraisal
Chapter: 2
2. Planning
3. Execution, including pre-passage briefing
4. Monitoring
4.2.1 Passage Appraisal
Appraisal is the process of gathering together all information relevant to the contemplated passage. This will
be navigational information shown on charts and in publications such as sailing directions, ocean
passage/routeing charts and guides, Notices to Mariners, lists of lights, lists of radio signals, tide tables and
tidal stream atlases, load line charts, maritime security charts and port guides. Reference should also be
made to climatic data and other appropriate meteorological information which may have a bearing upon the
voyage.
The Passage Planning Checklist should be used and completed by the Navigation Officer to assist him to
gather all the information necessary for a full passage appraisal and the circumstances under which it is to be
made.
In addition to the obvious requirement for charts to cover the area or areas through which the ship will
proceed, it must be checked to see that they are corrected up to date in respect of both permanent and
temporary Notices to Mariners (NTM) and existing radio navigational warnings. Ship's Master should verify
that the latest AIO information is available on board and advised and the information relevant to the voyage
is incorporated to the ECDIS via manual updates.
The passage plan must address all the risk and hazards associated with the voyage. An overall risk
assessment of the intended passage must be made by the Master, in consultation with the Navigation Officer
and other deck officers. This appraisal will provide the Master and bridge team with a clear and precise
indication of all areas of danger, and identify the areas in which additional safety measures may be required
to reduce all risks to tolerable level.
It will be important for the Master to consider whether any particular circumstance introduces an acceptable
hazard and thus whether that section of the plan is to be attempted under the conditions prevailing, or likely
to prevail. He must also consider at which specific points of the passage he may need or utilise additional
deck or engine room personnel.
4.2.2 Passage Plan
Once the fullest possible appraisal and risk assessment of the intended voyage is completed, the Navigation
Officer should prepare detailed passage plan. The detailed plan must embrace the whole passage, from berth
to berth.
Each voyage or passage plan as well as the details of the plan, shall be approved by the ship’s Master prior
to the commencement of the voyage or passage.
The passage plan is to be clearly established and so written and depicted that it is fully understood by all the
navigating officers. The details of the planned passage should be clearly marked and recorded, as
appropriate, on nautical charts and in a Passage Plan form.
The detailed passage plan should include the main elements to ensure safety of life at sea, safety and
efficiency of navigation, and protection of the marine environment during the intended voyage or passage
and should be recorded in Passage Plan form and/ or marked on charts.
Chapter: 2
Such elements should include, but not be limited to:

• plotting of the intended track on appropriate largest available scale charts showing
- planned track showing true course of each leg and leg distances;
- maximum allowable off-track margins for each leg, where appropriate;
- all areas of danger (no-go areas), margins of safety (clearing bearings) and parallel indexes from
fixed objects for each leg;
- any areas where marine environmental protection considerations apply;
- existing ships' routeing and reporting systems, vessel traffic services;
- points of each course alteration with wheel over bearing(s) and distance(s) from fixed objects;
- wheel over positions and turn radius for each course alteration taking into account the vessel's
turning circle at the planned speed and any expected effect of tidal streams and currents, where
appropriate;
- predicted currents, and tides;
- passage abort/ cancellation points for critical manoeuvres (“point of no return”) and contingency
plans (alternative routes, safe anchorages, waiting areas, emergency berths, etc.);
- if using paper charts in conjunction with ENCs - chart change positions, giving the next chart’s
number;
• safe speed, having regard to the proximity of navigational hazards along the intended route or track,
the manoeuvring characteristics of the vessel and its draught in relation to the available water depth;
• bridge manning level, engine room status and manning level;
• positions where a change of machinery status is required;
• necessary speed alterations en route, e.g., where there may be limitations because of night passage,
tidal restrictions, or allowance for the increase of draught due to squat and heel effect when turning;
• minimum clearance required under the keel in critical areas with restricted water depth;
• minimum air draft clearance in areas with restricted air draft;
• critical points for tide heights and flow;
• positions where echo sounder must be switched on;
• the method and frequency of position fixing, including primary and secondary options, and the
indication of areas where accuracy of position fixing is critical and where maximum reliability must be
obtained;
• use of ships' routeing and reporting systems and vessel traffic services;
• security related information for each leg of the voyage – changes to security levels, changes in bridge
manning levels (e.g.: extra lookouts), points where the vessel should be hardened, etc.;
• specific points or legs where high volume traffic conditions likely to be encountered throughout the
passage, especially at navigational focal points;
• if a pilot is to be used, information relating to pilotage, embarkation and disembarkation of a pilot;
• specific points of the passage where to utilize additional deck or engine room personnel;
• contingency plans for alternative action to place the vessel in deep water or proceed to a port of refuge
or safe anchorage in the event of any emergency necessitating abandonment of the plan, taking into
account existing shore-based emergency response arrangements and equipment and the nature of the
cargo and of the emergency itself.
4.2.3 Passage Execution
Prior to the commencement of a voyage and before critical passages a pre-passage briefing must be
conducted in an earnest and detailed manner. This briefing/meeting forms a key aspect of safe navigation
and must simulate the entire passage on ECDIS and ensure that all hazards are highlighted.
Chapter: 2
Pre-passage briefing is headed by the Master and should be attended by all Deck Officers, Chief Engineer
and other relevant personnel as defined by the Master. After the briefing all participants should sing the
Passage Planning Checklist (form DPM-02.02.02) confirming that they have been briefed on the Passage
Plan.
Pre-passage briefing includes step by step walk through of the entire passage including identification of
critical passages, identification of all possible hazards for each leg and control measures for these hazards,
such as safe speed, bridge watch keeping levels, etc.
It is very important that all Navigating Officers actively contribute in the pre-passage briefing. All questions/
doubts should be clarified so that each bridge team member understands his roles and responsibility during a
passage especially during enhanced watch keeping levels.
At the execution stage of the passage plan important tasks to be considered are bridge resource management
and continuous risk management. Conning officer should continuously monitor the current conditions and
reassess potential hazards by conducting informal or formal risk assessment to make sure that enough
precautions are taken to reduce the risk to the tolerable level. The factors to be taken into account will
include:
• availability, reliability and condition of the ship’s navigational equipment;
• estimated times of arrival at critical points for tide heights and flow;
• meteorological conditions, particularly in areas known to be affected by frequent periods of low
visibility;
• daytime versus night-time passing of danger points, and any effect this may have upon position
fixing accuracy;
• traffic conditions, especially at navigational focal points.
This is the most critical stage of the passage risk management. Gathering and processing of the incoming
information in rapidly changing circumstances requires adequate judgment, decision making and keeping
high situational awareness - the perception of elements in the environment within a volume of time and
space, the comprehension of their meaning, and the projection of their status in the near future - vigilance
towards changing scenarios and developing risks. Loss of situational awareness increases the potential for
human error mishaps. Situational awareness can be enhanced with proper delegation, monitoring and
feedback mechanism in place.
4.2.4 Passage Monitoring
The final stage of passage planning process is conducted by OOW and comprises monitoring and recording
the progress of the ship along the planned route by methods, techniques and frequency recorded in the
passage plan. The close and continuous monitoring of the ship’s progress along the pre-planned track is
essential for the safe conduct of the passage.
To ensure effective monitoring the details of the planned passage on charts and in a Passage Plan form shall
be continuously available to the OOW.
OOW shall verify each course to be followed prior to using it, approved courses are not to be altered without
the Master's authorization.
Of particular importance is the need to monitor the position of the ship approaching the wheel over position
at the end of each leg and checking that the ship is safely on the new leg after the alteration of course.
Chapter: 2
4.3 Deviation from the Passage Plan
If the OOW has to make a temporary deviation from the passage plan for any reason, the OOW should
return to the plan as soon as it is safe to do so. Considerations should be given to re-plotting the course to
the next waypoint to avoid potentially confusing encounters and large alterations of course.
If the OOW has to leave the pre-planned passage and it is necessary for the ship to deviate substantially
from the planned route for any reasons (the port of call is changed during a voyage, reporting of ice or
adverse weather requires alteration of course, etc.), the OOW should bear in mind that any deviation from
the agreed passage plan may introduce new risks, which will require assessment and possible mitigation
action. If it is necessary to amend the passage plan permanently then the relevant sections of the appraisal
and planning process should be repeated. As appropriate, the Master should be informed and should then
check and approve the amendment, and the Bridge Team should be briefed.
4.4 Electronic Aids of Route Planning
On vessels equipped with Integrated Bridge System (IBS) equipment, appropriate data entries relating to the
planned route and safety margins are to be made and reviewed. Such entries shall include but not be limited
to:
• voyage plan route waypoints;
• ECDIS with up-to-date ENCs (for details refer to DPM-02.07)
• voyage graphics with appropriate corrections;
• safety margins and alarm settings;
• turn data for waypoint course changes (rate/radius);
• electronic chart data and referencing registration entries or digitizer use (made for the paper charts to
be used en route).
On Integrated Bridge System equipped vessels the planned route data is to be entered prior to sailing and a
"test run" made as practicable with attention paid to safety margins, boundaries off-alarm settings etc.
Records of passage plans are maintained as a valuable source of reference information for future plan
preparations.
5. Record Keeping
5.1 General
Ship’s Master must ensure that the permanent records of all navigational activities are maintained in
handwritten, electronic or mechanical form. This must include sufficient information in order to restore
ship’s navigated track, all important circumstances and events.
At least following records must be kept:

• details related to the voyage, such as courses steered and distances sailed, position fixings, weather
and sea conditions, changes to the voyage plan, details of pilots’ embarkation/disembarkation, and
entry into areas covered by, and compliance with, ship routeing or reporting systems;
• details on special events, such as death and injuries among crew and passengers, malfunctions of
shipboard equipment and aids to navigation, potentially hazardous situations, observed oil spills and
other environment pollution in the vicinity, emergencies and distress messages received;
• details on operational or administrative matters and details related to the safety and security of the
ship, such as tests of navigational and emergency equipment, drills, inspections, fire rounds,
completing of checklists.
Chapter: 2
In order to allow the ship’s actual track to be reconstructed at a later stage, sufficient information concerning
position, course and speed should be recorded in the deck logbook or using electronic and mechanical
means.
5.2 Handwritten Records
All handwritten records (including rough log books) always must be written neatly in ink. No records made
in pencil are acceptable. Entries of any kind must never be deleted, hidden or destroyed and the use of
correction fluid such as “Tip-Ex” or “white-out” in the handwritten records is strongly prohibited. Should
an incorrect entry be made, by mistake or by any reason whatsoever, the incorrect entry should be crossed
out with one single line in such a way that the original entry can still be read. The person making the
correction should sign with his or her initials next to the correction.
5.3 Electronic and Mechanical Records
With regard to electronic or mechanical records it is important that

• the times used in electronic and mechanical recording facilities are synchronized by using a common
clock;
• electronically or mechanically input records are protected by means to prevent them from being
deleted, destroyed or overwritten;
• in case of failure of required permanent electronic or mechanical recording facilities it is ensured that
relevant handwritten records are kept with required frequency.
If electronic means are used for recording, recorded data should not be deleted or changed. If necessary,
correction notes may be added but entries may never be deleted or destroyed.
An electronic chart display system (ECDIS) with GPS input provided the equipment is in good order and the
datum used in each case is the same provides a good record of the navigational activities. The recording
mode within the ECDIS shall never be de-activated during the voyage.
The VDR should be used to its full potential. Watch handovers, Master – Pilot exchange, checklists and all
other important discussions should as far as possible take place in the vicinity of a VDR microphone. Verbal
information exchange and orders should be loud and clear and in a manner that facilitates the conversations
being picked up by the VDR microphones.
5.4 Retention of Records
Irrespective of the method of recording, a ship should retain all records of at least for the duration of the
voyage or for the last 6 (six) months whichever is greater. This also relates to paper records from course
recorders, echo sounders, NAVTEX receivers etc., suitable date and time marked if practicable.
Official Deck Logbooks, Engine Room Logbooks and Oil Record Books (Part I and II) shall be retained on
board for the period of 6 (six) years after the last record date. These logbooks should be destroyed on board
after completion of this period.
Other records should be retained for as long as the Flag Administration concerned requires, provided the
fixed period is not less than 6 (six) months.
Chapter: 2
5.5 Access to Records
Access to any kind of ship’s records to any 3rd party shall be granted only in controlled manner by Master’s
permission.
Ship’s logbooks are not public documents. Representatives of recognized authorities have the right to obtain
extracts of the contents, while other external parties should not be granted unrestricted access until
authorised by the Company. This is of particular importance to remember in case of an incident of any kind.
6. Logbooks
6.1 General
A number of different types of logbooks will be kept on board every vessel. These will include the official
log, the deck logbook, bell book, the engine room log, rough logbooks, CCR logbook, radio log, medical log
etc.
Each deck logbook, bell book or rough logbook should be stamped and signed by the Master; Ship’s name,
IMO number and dates of commencement and completion of the log should be recorded at front or first page
of the log. Each page of the ship's log-book, bell book or rough log should have a page number recorded on
it.
Judges and arbitrators place great evidential value on these logs as a contemporaneous record of the vessel.
Therefore, it is of paramount importance that all log books are maintained in an orderly manner and fully
and accurately record all relevant factual information. Bell books, rough logbooks or any other type of rough
logs are also important items of evidence and should be maintained in a neat and orderly manner. Logbooks
shall run consecutively. A new book shall be started when all dated pages in the previous book have been
used.
The Master should ensure that the Officers are aware of the importance of logbooks and take care in making
entries. Entries in all logbooks should always be written neatly in ink. Any erasures appear suspicious when
logbooks are examined by the opposing party to a dispute, and, in any event, techniques are available
whereby words which have been erased can be read. Furthermore, a judge or arbitrator examining a logbook
which has many erasures and is untidy may draw adverse inferences about the way a vessel is generally
maintained.
Entries in log books should be concise, factual and objective: no entry of an important nature should be
made without due consideration and an account of an incident should never be exaggerated. Where rough
logs are kept, it is these which will come under the closest scrutiny by the Court as they should have been
written-up as the events were occurring or immediately after the events occurred.
6.2 Deck Logbook
Deck logbook is an extremely important document with considerable legal significance in the event of any
accident to the vessel, cargo claims or alleged pollution. It is therefore important that the logbook is kept in
good order, with neat and easy to read handwriting. All entries should be made in a permanent manner, with
a ball point pen or similar.
The deck logbook shall be a full and accurate account by watches of the navigation and activities of the
Chapter: 2
vessel at sea and in port.
At sea it shall indicate composition of the watch, responsibility for conning the ship, conditions of the wind,
sea and weather, and navigational information which will permit the track of the vessel to be restored and
plotted from the information contained. All tests of navigational and emergency equipment, drills,
inspections, safety rounds, changes of time, cargo/ ballast or bunker operations, casualties, and unusual
occurrences shall also be recorded.
The records of all navigational activities and incidents which are of importance to safety of navigation and
which must contain sufficient detail to restore a complete record of the voyage.
Information which should be recorded includes, but not limited to, that concerning position, course and
speed, the times and positions when passing waypoints, land or sea marks, weather and sea conditions and
incidents and events including pilot embarkation/disembarkation, times of attendance and connection and
disconnection of tugs, times of berthing and un-berthing, hazardous occurrences and accidents.
In order to avoid financial loss by owners, if cargo is damaged, the carrier will have to demonstrate that he
has fully and properly cared the cargo and all commercial records must be accurately done during loading,
carrying and discharging of cargo.
In port deck logbook shall be kept in a similar manner insofar as applicable, and shall also show cargo,
ballast or bunker loaded or discharged, and drafts, deadweight, trim and list arriving and sailing.
Entries referring to something unusual or if any doubts before writing should be discussed with the Master.
The deck logbook is to be signed by the OOW after being relieved of the watch. The Master has to check
and sign the deck logbook daily.
6.3 Bridge Bellbook
The bridge bellbook should be kept by the OOW when leaving and entering port, when navigating in
restricted waters, when manoeuvring in restricted visibility and at any other time when manoeuvring. If
automatic engine order/revolution logger system installed and operational, records in bellbook are not
required. All required information must be recorded in Deck Log book only.
The OOW shall keep entries in ink and initial the entries.
The following items are to be recorded in the bridge bellbook:

• Orders given to engine room and exact time.
• Where controllable pitch propellers are fitted, the times of significant changes of pitch should be
recorded if this information is not automatically logged.
6.4 Rough Logbook
Rough logbook may be kept aboard the ship at discretion of ship’s Master, however all entries shall comply
with previously stated requirements for handwritten records (see item 5.2). All records as required under
para. 6.2 must be transferred from Rough Log to official Deck Log book soonest after operations. Records
should be regularly reviewed by ship’s Master and each completed page initiated by the Master.
Chapter: 2
Rough logbook shall comply with following minimum requirements:

• each page has a sequential number prominently recorded on it;
• logbook type, ship’s name, IMO number and dates of commencement and completion of the log
recorded at front or first page of the log;
• the first page contains statement “This logbook contains xx (number) numbered pages” stamped and
signed by the Master.
Where rough logs are kept, it is these which will come under the closest scrutiny by the Court as they should
have been written-up as the events were occurring or immediately after the events occurred.
7. Master’s Orders and Instructions

7.1 Master’s Standing Orders
Upon undertaking his duties aboard ship the Master shall issue his own written Standing Orders to augment
and support the Company’s operational procedures and reflect his own requirements taking into account:
• Company SMS requirements;
• industry guidelines and practice;
• ship-specific considerations;
• trade pattern;
• experience of deck officers aboard at that time.
It is expected that the Master will issue orders which will include reference to all aspects of the vessel’s
operation e.g. navigation, ship safety/ security, environment protection etc. The Master is entitled to vary
responsibilities and duties on board to meet any exceptional circumstances.
The Standing Orders signed by the Master shall be signed and dated also by all Bridge Team members (each
Deck Officer and Deck Rating) before taking his first watch on the ship. It should be clearly stated on
signature sheet that the Officer or Rating has read and understood the Master’s Standing Orders. These
Standing Orders are to be kept in a permanent place on the Bridge.
Company and Masters' Standing Orders should be read by all Bridge Team members upon joining the ship,
signed and dated”
The Master should use following guidance for minimum contents of his Standing Orders:
Navigation
Primary duties
Standing Orders should require full attention toward navigational safety from OOW. There can be no
complacency in navigation. Navigational safety must be of the highest priority on the bridge.
It should be stressed that OOW primary duties are watchkeeping and navigation. Secondary duties are
communications, record keeping and may also include other duties. Secondary duties should under no
circumstances interfere with the exercise of primary duties.
Master should define measures to ensure that there are no distractions or non-essential activity on the bridge.
Chapter: 2
Calling the Master
Standing Orders must clearly state and leave no doubt that Master must be called any time OOW requires
assistance to maintain a proper watch or is in any doubt. The OOW is free to call upon the Master at any
time.
It should be noted that no bridge watch officer is expected to be able to handle all situations regarding safe
navigation of the vessel without the assistance of the Master in certain circumstances. It is crucial to notify
the Master in sufficient time to allow him to properly assess the situation.
Standing Orders should specify the way OOW can call the Master at any time.
Closest point of approach (CPA) and bow crossing range (BCR)
The Master must include in his Standing Orders his requirements for the minimum acceptable closest point
of approach (CPA) and bow crossing range (BCR). The circumstances and conditions will dictate the proper
distance. In setting CPA and BCR, at least the following factors must be taken into account:
• Ship’s size, speed and manoeuvring capabilities.
• Qualifications and experience of the deck watch officers.
• Any actual restrictions to operation of ship’s main engines, steering equipment, radar/ARPA and
other essential navigation equipment.
• Visibility conditions
• Ship traffic type, density and flow pattern(s) in the area. It should be recognized that head-to-head
closing speeds of 40 knots are not uncommon coupled with increased ship inertia.
At clear weather in open sea a 2 miles CPA and 3 miles BCR may be sufficient, in confined waterways or in
coastwise traffic a CPA and BCR of over 1 mile may be appropriate. At restricted visibility in open sea 2.5 -
3 miles CPA and 4 miles BCR may be sufficient.
Standing Orders must stipulate that in the event of a “give-way” vessel not complying with the collision
regulations that appropriate action is to be taken to prevent collision. Early and substantial course changes
according to COLREG should be made to avoid all close quarters situation, actions should be readily
apparent to the other vessel. Master should specify distances to the targets when these actions should be
taken, in general case distance of 3 (three) CPA may be sufficient.
OOW should be instructed to keep away from any floating object which endangers the vessel such as
floating container, floating log and fishing net markers.
Conditions for “deteriorating visibility” and “restricted visibility”
Standing Orders should contain defined deteriorating and restricted visibility upper and lower limits and
Master’s instructions to OOW on the actions to be taken when deteriorating or restricted visibility is
expected or encountered, especially reducing speed in the event of restricted visibility or other circumstances
and calling the Master (distances should be specified).
Deteriorating and restricted visibility upper and lower limits will vary according to changing circumstances.
In setting visibility range limits, at least the following factors must be taken into account:
• Ship’s size, type and manoeuvring capabilities.
• Qualifications and experience of the watch officer(s) and ratings, both deck and engine.
Chapter: 2
• Restrictions to operation of ship’s main engines, steering equipment, radar/ARPA and other essential
navigation equipment.
• Ship traffic type, density and flow pattern(s) in the area.
• The need for standby personnel and the time required before they are able to be on station and ready
to assist.
In general case deteriorating visibility is a range of visibility from about 5 miles down to about 2.5 miles,
restricted visibility is a range of visibility from about 2.5 miles down to zero.
Lookout
Standing Orders should stress that:

• Bridge should never be unattended,
• proper lookout must be maintained at all times,
• lookout must be kept by all available means as appropriate,
• watch ratings must be properly instructed in their lookout duties by sight and hearing.
It should be noted that lookout duties include not only monitoring nearby ships, but also any floating object,
weather conditions, visibility, ship’s weather decks, etc. Important part of lookout duties is regular over-side
checks in order to detect any indicators of pollutants originating from the vessel (e.g., deck runoff, ballast
water and bilge water) or from other sources.
For ship security all fast moving targets should be carefully monitored and Master called if suspected to be
pirate in any waters whether the ship is at anchor or underway.
Master should specify measures to ensure that proper lookout is maintained at all times. This can include
guidelines for OOW when sole lookout, posting additional lookouts, warning that the OOW shall not engage
the lookout rating in long frivolous talks, calling of Master when OOW is preparing reports, etc.
Manning the wheel
Master should specify conditions when a helmsman is to standby the helm or be in hand steering. These
conditions include state of visibility, weather, traffic density, proximity of any navigational hazards.
For example, the ship always must be steered manually when within 1mile of any vessel, when taking
actions in close quarter situation.
Position fixing
It should be noted that OOW is expected to know the position of the vessel at all times. He must not rely
solely on any one method to ascertain ship’s position, proper DR plot should be maintained and all available
means should be used to determine position.
Ship’s position should be determined by primary/ secondary methods and frequency required by approved
Passage Plan. On coastal passages position fixing must be based on terrestrial position lines, primarily visual
bearings and radar distances.
Standing Orders must clearly state and leave no doubt that parallel index must be used whenever possible,
but this does not replace the need to fix the ship’s position at regular intervals.
Chapter: 2
ECDIS Safety Parameters
Master shall define necessary values set for ECDIS safety parameters (e.g. safety depth, safety contour,
shallow depth, safety frame (anti-grounding tool), course deviation etc.).
Use of bridge equipment and GMDSS procedures
Master should specify his requirements for use of essential bridge equipment. This can include use the radar
and visual bearings to determine if risk of collision exists, operating of echo sounder, determining of
compass errors, etc.
All OOW should know how to operate all bridge equipment and should be able to send DSC message on the
MF/HF radio. Master should specify OOW actions upon receipt of distress alert – notify the Master, transmit
acknowledgement with Master’s consent, etc.
Ensuring ship safety at berth
Standing Orders should contain definitions of primary OOW responsibilities at berth (e.g. ensuring safe
mooring, weather monitoring, environment pollution monitoring, gangway watch, cargo operations, ensuring
personal safety etc) and main measures to ensure ship safety at berth.
Master should specify conditions and events which must be reported to him.
Cargo operations
Standing Orders should contain definitions of main responsibilities of Chief Officer and OOW regarding
cargo operations and main measures to ensure personal safety and prevention of water pollution.
Master should specify conditions and events which must be reported to him.
7.2 Master’s Night Order Book
Night Order Book shall be kept by Master where the Master will enter his instructions to the watch officers
daily before turning in. Each officer shall read and sign the orders before taking over the watch as read and
understood.
Orders are to include the course to be steered, with errors allowed, distance to be maintained off the land
and such other instructions, as the Master considers necessary.
8. Fire and Safety Rounds

Safety and Fire Rounds of the vessel must be conducted after the end of each watch during the hours of
darkness, typically from 2200 to 0600 after each watch by a navigational officer (OOW) or Able Seaman
(AB) going off watch. The personnel conducting fire and safety round must be in radio contact with the
bridge. Records of the rounds shall be entered into the ship’s log.
In no case a lookout should leave the bridge during the watch as this contravenes the requirements of
SOLAS and STCW.
Chapter: 2
The list of compartments covered by the Safety and Fire Rounds (typically compartments not covered by
fire/smoke sensors) must be available on the Bridge and used by OOW for guidance. While the vessel is in
port or at anchor safety and fire rounds must also include inspection of open decks.
Special safety/ security precautions should be taken when the safety and fire round has to be conducted
outside accommodation while the vessel is under way during the periods of darkness. In particular, sufficient
lighting and proper monitoring of the passage from the bridge should be arranged to ensure safe movement
of personal to ship’s bow, frequent communication checks should be in place with clear reporting of
commencement and completion of the tour outside the accommodation.
It is recognised that in the summer months in the higher latitudes of the Northern Hemisphere permanent
daylight will occur and it is expected that rounds of the vessel are conducted from 2200 to 0600hrs.
9. Ship’s Manoeuvring Characteristics

Details of the manoeuvring characteristics of each ship shall be prominently displayed in the wheelhouse.
Manoeuvring information is to be given for both light and loaded conditions and is to show the lowest
constant engine RPM at which the ship can safely steer, and details of turning circles and stopping distances
as may currently be required by national regulations and international recommendations.
All information posted should be for calm weather, no current and deep water conditions with a clean hull.
These facts should be clearly noted on the data displayed with the following warming notice according to 46
CFR 35.20-40:
The response of the (name of the vessel) may be different from those listed above if any of the following
conditions, upon which the manoeuvring information is based, are varied:
(1) Calm weather - wind 10 knots or less, calm sea;
(2) No current;
(3) Water depth twice the vessel's draft or greater;
(4) Clean hull; and
(5) Intermediate drafts or unusual trim.
Officers of the navigational watch shall be familiar with the manoeuvring characteristics and stopping
distances of their ship. In addition, the OOW should know how these characteristics are affected by the
current and anticipated machinery status and realize that other ships will have different handling
characteristics.
10. Bridge Documentation

Ship’s Master should determine the amount of documentation being kept on navigation bridge, taking into
account that all information to ensure safe navigation must be readily available to bridge team, however at
least the following listed documentation should be kept on navigational bridge.
10.1 Manuals
• Deck Procedures Manual

• Vessel Emergency Guidance Manual
• SOPEP/ SMPEP/ VRP/ Panama Canal SOPEP
Chapter: 2
10.2 External Publications
• Up-to-date nautical charts (paper or electronic format)

• Sailing directions/e-NP
• Lists of lights/ADP Admiralty List of Lights and Fog Signals
• Lists of radio signals/ADP ALRS
• Tide tables/ADP Admiralty Total Tides
• Tidal stream atlases
• Weekly Admiralty Notices to Mariners
• Annual Summary of Admiralty Notices to Mariners (NP 247)
• Nautical almanac
• Astronomical tables
• Nautical tables
• Azimuth tables
• Distance tables
• COLREG-72
• IMO Ship's Routeing
• International Code of Signals
• IMO Standard Marine Navigational Phrases
• International Aeronautical and Maritime Search and Rescue Manual, volume III
• ICS Bridge Procedures Guide
• ICS Guide to Guide Helicopter / Ship Operation
• Mariners Handbook (NP 100)
• Guide to the Practical Use of ENCs (NP 231)
• Guide to ECDIS Implementation, Policy and Procedures (NP 232)
• Operating manuals for bridge equipment
10.3 Records
• Master's standing orders

• Master's night order book
• Deck logbook
• Bridge bellbook
• GMDSS radio logbook
• Compass error log (gyro/magnetic)
• Temporary and Preliminary NM file
• Passage planning file
• Radio navigational warnings files
• Weather forecast file
• Chronometer rate book
• Radar logbook
• Completed radar plotting sheets
• Completed pilot cards
• Bridge checklists
• Emergency bridge checklists
Chapter: 2
10.4 Posters
• Wheelhouse Poster (Ship’s Manoeuvring Data Sheet)

• Ship’s squat data for current loading conditions
• Auto-manual and manual-auto steering changeover procedures
• Emergency steering changeover procedures
• Magnetic compass deviation table
• Radar blind sectors diagrams
• Fire control plan
• Fire detection & alarm system scheme
• Smoking regulations
• Muster list
• Life-jacket donning instructions
• Emergency contact lists
• Ship’s particulars list
• Vessel’s call sign and Inmarsat ship station identity at the radio installation
• Instructions for operating the digital selective calling (DSC) and satellite communications equipment
in an emergency
• International distress signals
• IMO/ IMPA poster of required boarding arrangements for pilot
• Relevant posters for life-saving and fire-fighting equipment located on bridge
• Shipboard working arrangements
• MARPOL 73/78 poster
• Other posters required by Flag State
Chapter: 3
Navigating Instructions Approved by:
Aleksejs Sidorenko
NAVIGATING INSTRUCTIONS
1. Route Determination
Consistent with the safety of the vessel, and in compliance with applicable international, national and
Company routing requirements for specific areas, the Master is responsible for the selection of routes so that
the vessel is navigated in the most efficient and economical manner. Safe navigation is to be the paramount
consideration and time and distance saving secondary to it.
2. Territorial Waters and Special Areas

The Master shall be confident that he has studied all regulations about sailing in territorial waters of the
relevant coastal state whose territorial waters the ship will pass.
Any ship’s stop in territorial waters, if it is not connected with the ship’s call to the port of destination or
with an emergency aboard ship, is prohibited (for example, for carrying out drills).
If the ship is stopped in territorial waters due to sea and weather conditions, accident aboard ship or entrance
to territorial waters for rendering assistance to another ship, it is necessary to obtain permission of the
appropriate authorities of the Coastal State.
Entrance to the restricted areas and staying there is prohibited. Passage through the restricted areas is
permitted by definite fairways and under pilotage.
3. Traffic Separation Schemes

Established traffic separation schemes whether mandatory or voluntary are to be followed unless special
circumstances preclude this. Except in emergency, a vessel shall not be navigated against the t raffic flow in
a traffic separation scheme.
Tanker vessels shall avoid those areas which are designated to be avoided by tankers.
It should be remembered that in TSSs usually all vessels are tracked and recorded by radar and AIS by
Vessel Traffic Service (VTS) and any vessel found contravening the collision regulations will be reported to
their flag state for appropriate action to be taken. Vessels contravening collision or sailing regulations in the
TSS and arriving at European ports may be liable for prosecution.
TSSs are usually sited where there is a heavy concentration of shipping. Many TSSs have Precautionary
Areas associated with them, where traffic lanes cross or converge, so that proper separation of traffic is not
possible. In some Precautionary Areas recommended directions of traffic flow are established.
Rule 10 of the COLREGs, governs the conduct of all vessels in and near TSSs which have been adopted by
IMO. Because of the concentration of meeting and crossing traffic, ships should exercise particular care.
Paragraph (f) makes it clear that the ship is also required to proceed with caution near the ends of traffic
separation schemes that do not have Precautionary Areas.
It is important to remember that except where there are special local rules to the contrary, the other Steering
and Sailing Rules (Section II – Conduct of vessels in sight of one another and Section III – Conduct of
vessels in restricted visibility) apply within a TSS as they do elsewhere at sea. Vessels proceeding in a TSS
Chapter: 3
Aleksejs Sidorenko
do not have priority over crossing traffic. Vessels in either traffic lane may frequently have to give way to
ferries and other crossing vessels in order to comply with the Steering and Sailing Rules (Rules 4 – 19) of
the COLREGs. Precautionary Areas are not part of a TSS, and Rule 10 is not generally applicable, however,
ships should navigate with particular caution within such areas.
Vessels proceeding along the traffic lanes, in meeting their obligations under Rules 15 and 16, are
sometimes required to make substantial course alterations and their actions are frequently complicated when
traffic converges within a particular lane. Consideration should be given to that potential collision risk
situations can be anticipated at crossing traffic areas and are not allowed to develop. Attention is therefore
drawn to the need to take into account this possible situation arising when passage planning. Passage
planning should include relevant precautions, such as due changes in Main Engine status, Bridge Team
manning, calling of Master, etc.
It also should be noted that any vessel observed in a TSS or Precautionary Area which appears not to be
complying with the requirements of the COLREGs should be immediately notified by the best available
means. If the TSS is within a VTS coverage area, the VTS should be notified. The international two-letter
signal YG meaning “you appear not to be complying with the TSS” may also be used for this purpose. The
Master of any vessel receiving this signal by whatever means should check their course and position and
immediately take action to rectify the situation.
4. Distance Off
When on Passage:
Where the coast shelves and offshore soundings increase gradually the distance off navigational dangers
should ensure that adequate under keel clearances are maintained.
As a guide:
a) when the vessel’s draught is 3 – 6 metres pass outside the 10m contour. If the 10m contour is less
than 2.0 miles offshore then consider the coast to be “steep to” and maintain minimum distance
off as 2.0 miles.
b) When the vessel’s draught is 6 - 10 metres pass outside the 20m contour. If the 20m contour is less
than 3.0 miles offshore then consider the coast to be “steep to” and maintain minimum distance
off as 3.0 miles.
c) when the vessel’s draught is in excess of 10 metres, then the master must ensure that there is
sufficient UKC and due caution should be exercised, but where practical and safe, should maintain
a minimum safe distance off of 5.0 miles.
Notwithstanding the above where the coast is steep to and offshore soundings increase quickly, the
minimum passing distance should be 2 to 3 miles.
When the nearest navigational danger is to starboard, the distance off must allow for alterations of course to
starboard for traffic avoidance.
Additionally, when inclement weather prevails or is forecast these distances off should be increased
accordingly.
Chapter: 3
Aleksejs Sidorenko
5. Navigation in Straits and Canals

In confined waterways not considered international waters, local authorities may establish certain
regulations for the safe passage of ships and operate waterway systems consisting of canals, channels, and
ports. Where a waterway separates two countries, a joint authority may be established to administer the
regulations and operate the system. Copies of the regulations are usually required to be aboard each vessel
in transit. These regulations are available from the authority in charge or an authorized agent. Summaries of
the regulations are contained in the appropriate volumes of the Sailing Directions.
Where the international regulations, bylaws of any relevant national authority, or charterers instructions
require more strict safety measures for navigation in straits and canals in excess of requirements stated in
this procedure, then such more strict requirements shall prevail and must be ensured by the Master.
When a vessel is proceeding along the course of a narrow channel or fairway it is important to comply with
COLREGS Rule 9 and, in particular, to keep as near to the outer limit of the channel or fairway which lies
on her starboard side as is safe and practicable. During passage planning the intended track should be plotted
accordingly.
Dangerous close-quarters situations with other ships can arise at points where large course alterations (more
than 20 degrees) are required. These situations should be avoided whenever possible by long-range radar
scanning, determining of meeting positions by trial manoeuvre function within ECDIS/ Radar, changing
ship’s speed, using navigational advice provided by the Vessel Traffic Services (VTS).
It should be remembered that the purpose of the VTS is to provide interactive monitoring and navigational
advice for vessels in particularly confined and busy waterways. VTS assistance has proven to be very
effective in ensuring safe navigation and should be used by the ship whenever required.
5.2 Entrances to the Baltic Sea
5.2.1 General
Navigable waters through the entrances to the Baltic Sea - Kattegat and the straits of the Great Belt
(Storebelt) and the Sound (Oresund) – are internationally recognized as congested and difficult to navigate.
In spite of the good buoyage, navigation through these waters presents, however, difficulties to large ships
due to high traffic intensity, narrow waters, sharp bends, strong currents and shallow depths. These are
particularly sensitive areas and highly vulnerable to oil pollution.
The Hatter Barn, Hatter Rev, Agerso Flak and choke point east of Anholt, where groundings frequently
occur, are all high risk areas due to shallow waters and/ or heavy traffic on the route to Skagen.
Between Gedser and Spodsbjerg, the effect of sea level variations caused by a combination of tide and
meteorological conditions together with unknown obstructions on the seabed and sand migration could
decrease the depth with as much as 2 metres. The area is difficult to navigate due to the heavy traffic in the
area of the Kadetrenden and due to the fact that sand migration is constantly narrowing the manoeuvring
space of deep draught vessels.
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Aleksejs Sidorenko
In all parts of these waters intensive fishing is carried out by large and small fishing vessels, and a large
number of pleasure craft are sailing in these waters during the summer season.
Ship’s Master should be aware that anchoring may be necessary owing to the weather and sea conditions in
relation to the size and draught of the ship and the sea level and, in this respect, take special account of the
information available from the pilot and from radio navigation information services in the area.
Ship’s Master should ensure that navigation standards aboard the ship are kept to the higher possible level
when sailing through the entrances to the Baltic Sea.
5.2.2 Pilotage
Navigation in the straits of the Great Belt and the Sound without a pilot’s assistance is permitted to the
Masters who are well familiar with the area of sailing and have adequate experience in the ship’s navigation.
Masters having an interval in sailing in straits for 6 months or more shall take a pilot for the first passage
after such interval. Navigators newly promoted to the Master’s position are obliged to take pilots irrespective
of their work experience on this ship. Subsequently after the Master has gained adequate sailing experience
every specific independent passage through straits shall be authorized by the Marine Superintendent.
The IMO recommendation for pilotage in entrances to the Baltic Sea - IMO Resolution MSC.138 (76) as
amended - covers the passage Skagen - Gedser (Route – T) and the Sound. Ship with a draft of 11 metres or
more should use the pilotage services on its entire passage from Gedser to Skagen and vice versa. Loaded oil
tankers with a draught of 7 metres or more and loaded chemical tankers irrespective of size should use
pilotage services when navigating the Sound between a line connecting Svinbadan Lighthouse and Hornbak
Harbour and a line connecting Skanor Harbour and Aflandshage (the southernmost point of Amager Island).
The vessel should comply with the IMO recommendations on pilotage. Any departure from these
recommendations can be considered only in an exceptional case when the ship’s Master has sufficient
experience in Master’s position and sufficient experience of recent sailing in this area. All risks must be
assessed and reduced to the tolerable level by conducting case-specific risk assessment and implementation
of necessary additional safety measures approved by the responsible Marine Superintendent or HSSEQ
Director.
5.3 Turkish Straits
The Turkish Straits are defined as comprising the Strait of Istanbul (Bosporus), the Strait of Canakkale
(Dardanelles) and the Sea of Marmara.
Pilotage within the Turkish Straits is compulsory only for vessels bound for or leaving Turkish ports, and/or
for LNG vessels transiting the Strait of Canakkale. Pilotage is recommended by IMO and the Turkish
Authorities for all vessels transiting the Turkish Straits. The Company supports this recommendation and
firmly confirms that the compliance with this recommendation is compulsory for the Masters.
5.4 The Kiel Canal
Passage through the Kiel canal is planned by commercial operators/ charterers. If the Master considers it
reasonable in a given voyage to sail through the Kiel Canal due to sea and weather conditions the Master
shall agree his intentions with the relevant commercial operators/ charterers.
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The passage through the Kiel Canal is prohibited if any deficiencies have been found on the ship restricting
ship’s manoeuvrability, so safety of passage cannot be assured and the Kiel Canal requirements and
regulations are not compiled with.
5.5 Panama Canal
Ships transiting the Panama Canal shall ensure that highest navigational standards are in place as they are
affected by the canal’s navigation difficulties negotiating a shallow channel, manoeuvring around oncoming
vessels and entering into the locks with only a few feet of leeway on either side. All lock manoeuvres are
characterised by external hydrodynamic (ship-bank/approach wall interaction, density current, shallow
water) and aerodynamic effects (wind -sheltering) of which some effects induced by translation waves,
density flow and asymmetrical approach.
In accordance with Panama Canal regulations, pilotage is compulsory in canal waters and the pilot assigned
to a vessel shall have control of the navigation and movement of the vessel. Notwithstanding that pilot have
control of ship manoeuvring, the Master must ensure that the pilot is effectively integrated into the bridge
team and, that the expertise of the pilot is fully supported by the vessel’s bridge team. When under way in
canal waters, a vessel shall keep a full watch on deck and in the engine room.
The Master shall ensure that the pilot’s orders are promptly and properly carried out by the crew at all times.
The Master or Chief Officer shall be on the bridge and shall keep the pilot informed concerning the handling
of the vessel in order the pilot may be better able to control the navigation and movements. All other
Officers shall be at their regular stations throughout the manoeuvres.
During canal transit and mooring operations bridge team and mooring teams should continuously monitor
the current conditions and reassess potential hazards by conducting informal risk assessment to make sure
that enough precautions are taken to reduce the risks to the tolerable level.
Panama Canal lock walls are not provided with fenders. Therefore, when lifting or descending in the lock, it
is essential to make sure nothing catches on the lock wall which can cause hull damage. It is important that
both ship sides are carefully monitored during lifting/ descent.
After contact with any objects whenever damage to ship’s hull may be suspected it is essential that the
contact area is examined without undue delay to ensure that no immediate danger exists to the vessel or the
environment. Any damage must immediately be reported to the Company and relevant local authorities as
appropriate. It must be remembered that any claim for ship damage during pilotage will be considered by the
Panama Canal Authority only prior to the departure from the Panama Canal of the vessel involved.
5.6 Suez Canal
5.6.1 General
Sailing in Suez canal is governed by the Rules of Navigation issued by the Suez Canal Authority (SCA). The
latest version of the Rules should be carefully read by the Master prior to a planned transit.
Prior to transit all vessels must ensure their steering gear, engine room machinery, telegraph, VHF, radar,
bridge-engine room communication systems, whistles, main engine RPM indicator and rudder angle
indicator are all in good working order. Vessels transiting the canal are to be provided with a searchlight on
their bow meeting numerous specifications as laid down by the SCA in the Rules of Navigation.
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Pilotage is compulsory for all vessels when entering, leaving, moving, changing berth or shifting on canal
waters or port Said and Suez harbours.
The duties of the pilot will commence and cease upon entering or leaving the entrance buoys at either Port
Said or Suez, and the pilot will only give advice on courses to steer, engine movements etc. The
responsibility for the safe navigation of the vessel remains with the Master at all times. If it is deemed
appropriate for the pilot to give helm and/or telegraph orders and instruction to attending tugs, then any such
order will be deemed to have been given by the Master, and the responsibility will rest with same.
The Master of a vessel having use of a tug placed at his disposal has the executive control for the
manoeuvres of the tug and his vessel. Orders may be given directly by a Pilot with the Masters agreement.
However, any damage of accidents resulting directly or indirectly from the use of a tug by a vessel,
including damage to the tug itself, whatever the circumstances of the incident, the vessel and Master of the
vessel will be held responsible.
The Master of a vessel or his qualified representative must be present on the bridge at all times, and any
peculiarities with regard to the ship handling of the vessel must be brought to the attention of the pilot upon
boarding the vessel. A bridge, engine room and anchor watch must be maintained, as applicable, whilst a
vessel is in canal waters.
Vessels transiting the canal are restricted in the maximum transit speed permitted based on vessel type and
location within the canal.
No maximum or minimum distances to be maintained between vessels within a canal convoy are specified,
however vessels shall ensure they observe the maximum permitted transit speeds, and maintain an adequate
distance to the vessel ahead and astern. This is to ensure that they can take suitable positive avoiding action
in the case of the vessel ahead suffering engine/steering failure and/ or running aground, and such that they
can advise vessels astern in case of an incident with own ship, such that the vessel astern has as much
warning as possible so as to take suitable avoiding action. Distances to vessel ahead and astern should be
monitored during the canal transit and any concerns raised with the pilot(s) onboard such that distances can
be increased if this is deemed necessary.
When a collision appears probable, vessels must not hesitate to run aground in order to avoid a collision, and
in this regard vessels should be aware of the nature of the canal bottom and banks at all times, so as to, so far
as possible, ground on sand if this is possible.
If a vessel runs aground then the vessel must immediately contact the appropriate control office advising
whether a tug is required or not. In the case of a grounding the Canal Authorities are empowered to order
and direct all operations required to get the vessel afloat and if necessary unloaded and towed. However, the
Master and vessel remain responsible for all damage or accidents of whatever kind occurring which may be
the direct or indirect consequence of the grounding. All attempts by other vessels to free a grounded vessel
are strictly prohibited.
5.6.2 Shallow Water Effects
The ships, especially large size Panamax type ships, navigating through restricted Suez Canal waterways are
heavily affected by hydrodynamic effects, such as squat, bank and bank cushion effects. The shallow water
and proximity of the sides of the channel affects the ship navigating causing errors in manoeuvring which
can lead to grounding or collision.
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When manoeuvring a ship the Bridge Team should take into account shallow water effects:
• The vessel takes longer to answer helm.
• Response to engine movement becomes sluggish.
• Steering becomes erratic.
• Rate of turning is reduced.
• Turning circle becomes larger.
• Loss of speed due to turning is less in shallow water.
• If large rudder commands are given while maintaining full speed, this will create a rapid rate of turn
that can cause the vessel to list heavily and enhance hydrodynamic effects.
The vessel should be kept as close as possible to the middle of the channel, unless extreme conditions and
local peculiarities dictate otherwise. If a ship is nearing too close to an extremely shallow depth of water,
such as a shoal, a “Smelling the Ground” effect can occur:
• The ship likely to take a sudden sheer.
• The sheer is first towards the shallow, then violently away from it.
• The movements of a sluggish ship may suddenly become astonishingly lively.
5.6.3 Bridge Team Management
Ships transiting the Suez Canal shall ensure that the highest Bridge Team Management standards are in
place to avoid groundings/ collisions resulting from problems with ship rudder or engine, poor visibility due
to possible sand storms or negligence on the part of the pilot.
It is imperative to remember that the Master is always in command of the vessel and the pilot is an advisor.
To ensure a safe operation the following important points should be considered:
• Detailed Master/Pilot Information Exchange. The first step to reduce the risk of navigation-related
accidents when a Pilot is on board is the mutual understanding of the risks involved. The Master and
the Pilot must ensure that all vital information have been exchanged and both parties are aware of
any issues that could affect the transit. The officers must bear in mind that the signing of the pilot
exchange papers does not ensure that the pilot has indeed understood their content.
• Establishing Clear Communication. Communication between Pilot and OOW or the Master can be
very challenging, especially when there is a difference in native language and can cause
misunderstandings, leading to unclear instructions to the bridge personnel.
• Monitoring Pilot’s Orders. The OOW must always monitor the pilot’s orders and ensure that the
helmsman has followed the order correctly and intervene in any case where the order was not
executed appropriately.
• Evaluating Pilot’s Actions. All bridge personnel must not be over-confident about the Pilot’s
abilities and skills. In some situations the Pilot may not be familiar with the particular design of the
vessel and manoeuvring characteristics which could lead to undesirable circumstances. Particular
emphasis should be given to the Wheel Over position. The pilot may be slow in his reactions which
can lead to belated orders. The OOW should monitor the pilot’s orders and ensure that all actions
taken are timely, efficient and effective. Additionally, the OOW should try, at the most possible
extent and always taking into consideration the pilot’s advice, to follow the passage plan, which has
been properly designed, thoroughly checked and can provide valuable information, such as Abort
Points, safe transit Speed, Wheel Over position, No Go Areas, Contingency Plans etc.
• Monitoring Critical Stages. When vessels are transiting channels, especially narrow channels, the
Masters should proceed with the utmost attention when the vessel is approaching a significant turn.
The Master should approach the turns with safe speed and the vessel should be positioned as close as
possible to the middle of the channel, unless extreme conditions and local peculiarities dictate
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otherwise. This way, any potential bank affect will be reduced, the vessel will be able to turn more
smoothly and additionally, will provide extra time to react in case of a navigational error.
5.7 Straits of Malacca and Singapore (SOMS)
5.7.1 General
The Straits of Malacca and Singapore (SOMS) extend for nearly 600 nautical miles from the Andaman Sea
and the channels between the northern tip of Sumatra and the Indian island of Grand Nicobar to just East of
Singapore. Maritime jurisdiction associated with transit passage is complex. While exercising the right of
transit passage, ships pass through several different jurisdictional zones - internal waters, territorial seas,
contiguous zones and exclusive economic zones of the littoral states - Malaysia, Indonesia and Singapore.
The IMO adopted Traffic Separation Scheme (TSS) was established in the SOMS between One Fathom
Bank and the entrance to the South China Sea in the vicinity of Horsburgh Lighthouse, a total distance of
250 nm.
The route through the SOMS is beset with challenges, natural and man-made. Transiting the busy waters of
the SOMS can be challenging, even for experienced masters and crew.
5.7.2 Navigational Hazards
Natural Hazards
Natural hazards in SOMS are presented by narrow passage, shallow sand banks, numerous shipwrecks. The
TSS has six choke points with average depth of about 25 metres. Despite continuous dredging works, the
Straits of Malacca and Singapore tend to become shallow because of siltation. The narrowest breadth of the
Strait of Singapore is off the southern tip of Singapore at Phillips Channel, where it is about 2 nautical miles.
Other navigational hazards in the Straits include ship wrecks along the TSS area, small islands, isles and
shoals in the south-eastern exit of the Strait of Singapore. The region is also subjected to frequent rain and
storms, and strong currents can be experienced during the transit through the strait.
The sea currents at the northern entrance to the Strait of Malacca are strong where the Andaman Sea waters
enter the Strait. Further south, the Strait of Malacca receives currents from the South China Sea and
Singapore Strait. The currents in the southern part of the Strait of Malacca are unstable as the southern end is
narrower. The currents form large sand waves, sand banks and shallow shoals along the waterway that make
navigation challenging.
Visibility
The visibility in the strait is influenced by smoke haze and heavy rains. Considering these weather
challenges, the visibility in the strait falls under two levels, namely low visibility (2-5 nautical miles) or
good visibility (greater than 5 nautical miles).
SOMS has been affected by severe smoke haze periodically due to forest fires in the region. The haze can be
made worse by the dry seasons, change in wind directions and precipitation, especially during the Southwest
Monsoon Season which causes the visibility to be severely restricted.
Sudden thunderstorms with heavy rain may occur during the monsoon periods between June and August and
between October to December and cause the visibility to be severely restricted.
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Traffic Density
SOMS is one of the world’s busiest shipping lanes, carrying about one third of the world’s traded goods. The
high shipping traffic coupled with the narrowness of the straits make for navigational hazards. Shipping
hazards such as grounding, collision or contacting become a serious problem in the SOMS due to prevalent
high shipping traffic, narrow routes and challenging weather conditions.
Crossing Traffic
SOMS accommodate cross-strait traffic or coastal shipping, especially in the TSS area. There are frequent
ferries crossing the SOMS at the approaches to port harbours and precautionary areas. In particular, the
crossing traffic is expected to be encountered at the following precautionary areas:
• Vessels in the westbound lane near the vicinity of Singapore Pilot Eastern Boarding Ground “A” (01
13’.5N, 103 53’.4E and Pilot Eastern Boarding Ground “B” (01 15’.6N, 103 57’.4E) may encounter
vessels from the eastbound lane crossing the westbound lane to head for these pilot boarding
grounds.
• VLCCs in the deep water route bound for the Shell SBM in the Port of Singapore cross the TSS in
the vicinity south-east of the Raffles Lighthouse ( 01 09’.6N , 103 44’.5E ).
Tugs and Barges
There are numerous tugs and barges which travel at low speed in the SOMS. In the Singapore St rait, they are
usually observed in the vicinity of Batu Berhanti in the morning crossing the TSS bound for the Port of
Singapore.
Fishing Boats
Poorly lit small fishing boats may be encountered in the SOMS. This is particularly true in the western part
of the Singapore Strait. It should be taken into account that often small fishing boats do not follow
COLREGs.
5.7.3 Regulations
Navigating Rules
The COLREGs are to be complied with by ships navigating the SOMS. Also, the vessels are required to
comply with the “Rules For Vessels Navigating Through the Straits of Malacca and Singapore” promulgated
by the IMO Circular SN/Cir.198 which can be found in IMO Ships Routeing Part F (Associated Rules and
Recommendations on Navigation – Rules for Vessels Navigating through the SOMS).
In particular, the Rules for Vessels Navigating through the SOMS place certain restrictions on the deep
draught vessel (vessel having a draught of 15 metres or more) and very large crude carrier (VLCC) – a
tanker of 150,000 DWT and above. These ships shall:
• allow for an under keel clearance of at least 3.5 metres at all times during the entire passage through
the SOMS;
• as far as it is safe and practicable, proceed at a speed of not more than 12 knots over the ground in the
following areas:
− at One Fathom Bank traffic separation scheme;
− deep-water routes in the Phillip Channel and in Singapore Strait; and
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− westbound lanes between positions 01°12.51’N, 103°52.15’E and 01°11.59’N, 103°50.21’E and
between position 01°11.13’N 103°49.08’E and 01°08.65’N, 103°44.30’E.
• as far as practicable avoid overtaking when eastbound in the deep-water routes in Phillip Channel
and Singapore Strait;
• broadcast, eight hours before entering the traffic separation schemes, navigational information giving
name, deadweight tonnage, draught, speed and times of passing One Fathom Bank Lighthouse,
Raffles Lighthouse and Horsburgh Lighthouse.
Anchoring in the SOMS
IMO Circular SN.1/Circ.282 prohibits anchoring in SOMS. Mariners are reminded not to anchor in all areas
in the TSS of the Straits of Malacca and Singapore, as well as between the landward limits of the TSS and
approaches to the ports. Vessels entering any port in any of the littoral States are to anchor in the anchorages
designated by the respective littoral States only.
There have been several reported cases of collision incidents involving vessels as well as reports on
submarine cable damage caused by such indiscriminate anchoring of vessels at non designated anchorages
along the Straits of Malacca and Singapore.
In exceptional circumstances such as an emergency where anchoring cannot be avoided, mariners are
advised to carefully ascertain the location of submarine cables from nautical charts and publications to avoid
anchoring over these cables.
Night Signals for Vessels Crossing the TSS in the Singapore Strait
IMO Circular SN.1/Circ.317 recommends for vessels crossing the TSS and Precautionary areas in the
Singapore Strait display the night signals consisting of 3 all-round green lights in a vertical line. Displaying
the night signals shall not exempt the crossing vessel of its obligation to give way to other vessels in a
crossing situation or any other rules under the COLREGs.
A vessel in the Singapore Strait which intends to cross the eastbound or westbound traffic lanes in the TSS
or precautionary areas respectively should comply with the following:
• report to the VTIS to indicate its intention in advance, allowing VTIS to alert ships in the vicinity of
the crossing vessel;
• display the signals consisting of three all-round green lights in a vertical line in ample time prior to
crossing in order for other vessels to note the intention to cross the TSS or precautionary areas;
• when traffic conditions are favourable make a large alteration of course, if necessary, so as, to be
readily apparent to other vessels in the vicinity observing visually or by radar and cross the traffic
lane on a heading as nearly as practicable at right angles to the general direction of traffic flow; and
• report to VTIS and switch off the night signals when it has safely left/crossed or joined the
appropriate traffic lane.
STRAITREP
The IMO adopted Mandatory Ship Reporting System known as STRAITREP has been established in the
SOMS to enhance navigational safety and to protect the marine environment. The operational area of the
STRAITREP is divided into 9 sectors with each sector operating on a different VHF channel.
In general, all passenger vessels, vessels carrying hazardous cargo, vessels of 300 gross tonnage and above
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and all vessels of 50 metres and above are required to participate in the ship reporting system.
5.7.4 Voluntary Pilotage Services (VPS)
Rules for Vessels Navigating Through the Straits of Malacca and Singapore recommend to all d eep draught
vessels and VLCCs navigating within the traffic separation schemes to use the pilotage service of the
respective countries when they become available.
In September 2018 it was agreed amongst the littoral states that the Voluntary Pilotage Services (VPS) in the
SOMS take effect on 1 Jan 2019. VPS in the SOMS are to be provided by Straits Pilots certified by the
relevant Authority in each littoral state for its own candidates.
The Guidelines on Voluntary Pilotage Services in the SOMS contain the following provisions:
• Straits Pilots are to act solely as advisers to the masters of seagoing ships. The masters of seagoing
ships shall be responsible for the safe navigation, conduct and manoeuvring of their ships.
• A certified Straits Pilot shall not be liable to any person, as a result for any loss or damage caused by
act or omission of his that occurs solely in piloting the ship, whilst acting in the capacity as an
adviser to the master of a ship. As an exception, the limitation on liability shall not apply if the act or
omission of the certified pilot constitutes wilful or deliberate misconduct or gross negligence.
• Straits Pilots are required to have adequate rest periods between each act of pilotage and also should
agree in advance with the master for adequate rest periods during each passage.
• For identification purposes, Straits Pilot shall carry the Identification Card issued by the respective
authorities of the Littoral States. Such Identification Card shall be shown to the ship’s master.
• Every Straits Pilot shall report immediately to the relevant authority any accident to the ship which
he is piloting. He should also report any change of depth of water which differs from the charted
depth, or when he has observed any malfunction or shift of positions of aids to navigation or any
other information which may affect the safe navigation of ships.
• The Pilotage area for Straits Pilots shall cover the entire length of the Traffic Separation Scheme
(TSS) including the port approaches within the Straits. There shall be no overlap with the pilotage
area or district of any port.
• The boarding and disembarkation points shall not be located within the TSS so as not to impede safe
movement of vessels in the TSS or arriving and departing from any port:
− Straits Pilots for eastbound and westbound vessels transiting through the Straits shall board the
vessels at least 1 hour before such vessels enter the TSS off One Fathom Bank or off Horsburgh
Lighthouse. If the Straits Pilot chooses to embark or disembark at other areas, he may do so at
any of the precautionary areas.
− For vessels that desire the voluntary service of a Straits Pilot, and whose port of commencement
or port of destination is within the Straits, the pilot boarding ground and the disembarkation
ground for the respective ports shall be designated by the respective Littoral State. The Littoral
State may also decide that the Straits Pilot embark or disembark from the vessel whilst in port, at
anchorage or alongside the terminal. In any case, the board ing and disembarkation grounds
should not be within the TSS.
Safe transiting Malacca and Singapore straits by laden VLCCs should be carefully assessed and when
required the Voluntary Pilotage Services (VPS) should be used for transiting from One Fathom Bank
through Singapore. Ship’s Master should duly communicate with the responsible Marine Superintendent for
arrangement of the same.
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6. Course and Speed

At all times ship’s course and speed shall be set so as to provide an adequate margin for safe manoeuvre in
the event of emergency situation. The engine shall be taken on “stand by” for manoeuvring when it is
required.
The economic objectives of time and distance saving are to be secondary to safe navigation, and are to be
disregarded whenever the Master deems it necessary or prudent.
7. Speed in Restricted Waters

When underway in rivers, harbours or other restricted waters, the vessel's speed shall be adjusted so as to
comply with local speed restrictions and to avoid damage to shore installations, moored vessels, and tows.
8. Standby Conditions
Ship’s standby conditions are defined as when
• main engine revolutions/pitch are at normal manoeuvring speed/ limits, the engines are ready in all
respects for manoeuvring;
• adequate additional and standby machinery is operable:
- an additional steering gear power unit placed in operation where units may be operated in
parallel, on vessels where this cannot be done, the valves and switches lined up so that the
standby steering gear power unit can be put into operation with the least delay;
- additional generators placed in operation to provide a steady source of power available on the
failure of generator unit;
- in single boiler vessels, the auxiliary boiler is to be brought to a state of readiness (i.e. ready
to fire);
• steering put into manual control;
• at relevant sea depth, anchors are prepared for letting go and anchor watch posted on forecastle,
where appropriate at Master’s discretion;
• the engine room is manned;
• testing of all essential machinery and systems (engine telegraph, steering gear, anchor gear,
communication means etc.) is satisfactorily completed.
On UMS vessels, where all systems and alarms are in normal working condition and the Mast er considers
the navigational conditions are such that it is unlikely that large engine movements will be required, the
engine-room may remain unattended. During port entry, mooring, tug handling, pilot boarding or
disembarkation, etc., the engine control room must be manned. Each situation should be reviewed and
discussed by the Master and Chief Engineer and action agreed beforehand and the bridge and engine room
staff advised of manning and machinery requirements.
The vessel should be set in standby conditions and testing of essential systems must be completed in a safe
sea area, Pre-arrival Checklist - Navigation (form DPM-04.01.02) must be completed within period of 2
hours before transiting areas requiring standby conditions.
In any of the following areas, vessels must be in a standby condition:

• from End of Sea Passage and until the vessel is safely moored at any port;
• before unmooring and until Full Away on Passage at any port;
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• when receiving service from a helicopter;

• at any time when the Master or Chief Engineer considers it is prudent, e.g. in fog, traffic congested
waters or due to suspected or known engine-room difficulties;
• during passage of the Great Belt (Route T), between latitude 56°50' North and position East from
Gedser Odde at latitude 54°35' North;
• during passage of the Sound, between latitude 56°50' North and position South of Falsterbo at
longitude 12°55' East;
• during passage of the Dardanelles and the Bosphore, between longitude 25°55' East and Black Sea
(Sea Speed standby is acceptable in certain sections at the Master’s discretion);
• within the box-shaped area extending from the Greenwich Meridian through the Dover Strait to
latitude 52°05' North;
• during the passage of the Malacca and Singapore Straits from One Fathom Bank to Horsburgh Light
(Sea Speed standby is acceptable in certain sections at the Master’s discretion);
• during the passage of the Strait of Gibraltar, between longitudes 05°15' W and 06°12' W;
• during the passage of the Torres Strait or Prince of Wales channel.
9. Unmanned Machinery Spaces (UMS) Operations

The scheduling of unattended machinery space periods shall depend on operational requirements and shall
comply with Class rules, flag State, port State and other regulatory requirements. Machinery spaces are to be
manned for a minimum of 8 hours within 24 hour period of time.
Master in close co-operation with the Chief Engineer is to designate the unmanned periods of operation
which is to be posted on the Bridge. To ensure proper OOW – Duty Engineer communications, Duty
Engineers watch schedule also should be posted on the Brid ge.
Unattended machinery space periods will normally run outside day work hours, except for periods when the
ship is required to be in standby conditions with manned ER.
When the Master or Chief Engineer decides that it is necessary for the engine room to be manned due to
adverse weather, traffic conditions or other circumstances these circumstances determining this decision
shall be entered in the Deck Log Book.
UMS operations are not allowed when:

• Operating in the navigable waters of the United States (anywhere within three nautical miles of the
U.S. coastline).
• In restricted maneuvering situations or operating in close proximity to other vessels when it would be
considered imprudent, due to the likelihood of major engine movements that could result in the
automation control parameters being exceeded.
• Conducting underway replenishment operations.
• Local port regulations expressly prohibit unattended machinery space operation, or when fueling
operations are occurring, or when cargo operations in port render unattended operation impractical.
• Conducting tank cleaning, ballasting or other operations requiring the use of large fluctuating loads
on boilers or generators.
• At fire and emergency stations.
• Bridge control of main engines is not available.
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• The fire detection system or any of its components covering the Main, Auxiliary and Steering
Machinery compartments are inoperative.
• Critical alarms or trips affecting machinery essential to the safe navigation and operation of the
vessel are inoperative. This includes the link between the machinery alarm system and the engineers
call out alarm, the control station on the bridge, and fire alarms. It also includes items that could have
an environmental effect such as fuel oil, bilge water, tank high level alarms, etc.
• Any item of machinery essential to the safe navigation and operation of the vessel is inoperative or
malfunctioning.
• Firefighting or damage control systems are not available for immediate use or fire pump activation is
inoperative from the bridge, or emergency declutch/stop systems or remote ventilation operation
systems are inoperative or malfunctioning.
• The Chief Engineer's or Duty Engineer's cabin or bridge unattended machinery space alarms (visual
or audible) are inoperative or malfunctioning.
• Bridge starting/ changeover systems for steering gear and telemotor systems are inoperative or
malfunctioning.
OOW should duly recommend to Master/ request Chief Engineer to re-establish a fully manned engine room
taking into account these restrictions on use of UMS operations.
9.2 Changeover to UMS Operation
Changeover of engine room to UMS operations should be agreed between OOW and Duty Engineer.
OOW must receive prior Master’s approval for changeover of engine room to UMS operation for any
unscheduled change.
Duty Engineer must report to OOW when all necessary alarm tests and safety checks are completed and
engine room set to UMS operation.
Time of commencement of UMS operation should be recorded in Deck Logbook.
9.3 Procedures During UMS Operation
During UMS operation OOW must inform Duty Engineer of an unacknowledged UMS alarm. If OOW fails
to contact Duty Engineer, OOW must immediately contact the Chief Engineer.
During UMS operation only certified Duty Engineer is allowed into machinery spaces. Duty Engineer
activates Dead-Man Alarm immediately after entering ER and turns it off before leaving. He must report to
OOW:
• just before entering the engine room;
• at intervals not exceeding 20 minutes when in the engine room;
• immediately after leaving of the engine room.
OOW must call Duty Engineer to inform him of a Dead -Man Alarm received on Bridge or if he has not
contacted OOW at 20 minutes interval. If OOW fails to contact Duty Engineer, OOW must immediately
contact the Chief Engineer.
If the Dead-Man Alarm is not fitted, Duty Engineer must call the Bridge
• immediately before entering the engine room;
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Aleksejs Sidorenko
• every 15 minutes while in the engine room;

• immediately after leaving of the engine room.
OOW must carefully monitor the time limit to ensure safety of the personnel working alone in the engine
room. To ensure proper entry control every call from the Duty Engineer must be recorded by the
OOW in the Deck Logbook. In case of improper communications, the OOW must immediately call the
Chief Engineer.
9.4 Changeover to Manned ER Operation
Any unscheduled changeover of engine room from UMS to manned operation should be agreed between
OOW and Duty Engineer.
Duty Engineer should report to the OOW when Engine Room is set to manned operation.
Time of commencement of manned ER operation should be recorded in Deck Logbook.
10. Steering Gear

10.1 Testing Before Getting Underway
Within 12 hours before getting underway, the ship’s steering gear shall be checked and tested by the OOW
and Watch Engineer. Watch Engineer visually checks position of rudder in steering gear compartment and
crosschecks with Watch Officer on bridge direction of the rudder movement and angle achieved.
The trouble free operation of the following must be tested:

1. the main steering gear;
2. the auxiliary steering gear;
3. the remote steering gear control systems;
4. the steering positions located on the navigation bridge;
5. the emergency power supply;
6. the rudder angle indicators in relation to the actual position of the rudder;
7. the remote steering gear control system power failure alarms;
8. the steering gear power unit failure alarms; and
9. automatic isolating arrangements and other automatic equipment.
The checks and tests shall include:

1. the full movement of the rudder according to the required capabilities of the steering gear;
2. a visual inspection of the steering gear and its connecting linkage; and
3. the operation of the means of communication between the navigation bridge and steering gear
compartment.
All steering gear checks and tests shall be recorded in the Deck and Engine Logbooks.
10.2 Additional Power Units
When operating in or approaching port limits, in restricted water, in areas of heavy traffic, in areas of
reduced visibility and at any time when the Master calls for a standby conditions, an additional steering gear
power unit shall be placed in operation where units may be operated in parallel. On vessels where this
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Aleksejs Sidorenko
cannot be done, the valves and switches should be lined up so that the standby steering gear power unit can
be put into operation with the least delay.
The additional steering gear power unit shall be placed in operation in good time, and while the vessel is
still clear of close traffic and navigational hazards.
The bringing into operation of additional steering gear power units shall be recorded in the Deck
Logbook.
Steering gear shall always be tested after starting of an additional power unit, when it is safe to do so, by
putting the rudder hard over to both directions.
10.3 Emergency Steering Stations
The vessel shall be steering from the after steering station at least once every three months. A record of this
test is to be made in the deck logbook.
The test is to include direct control from within the steering gear compartment, the communications
procedure with the bridge and, where applicable, the operation of alternative power supplies.
11. Additional Generators

When manoeuvring in restricted waters or when the Master calls for a standby condition, additional
generators shall be placed in operation to provide a steady source of power available on the failure of
generator unit.
12. Sea Passage

Sea passage begins at the point where in the judgement of the Master the engines can be safely taken off
“stand by” and ends at the point where they are placed on “stand by” for manoeuvring.
13. Weather Routing

The Company encourages the careful use of weather routing services for ocean voyages or when navigating
in typhoon or hurricane areas. Weather routing service is provided by the meteorological office contracted
by the Company upon request from the vessel. Detailed information on contracted services is promulgated
by Company circular letters.
The Master is always at liberty to disregard advice received from a weather routing service if, in his
judgement there is no advantage in following such advice.
The use of these services does not relieve the Master of responsibility for safe navigation, or obtaining
weather forecasts from more than one sources.
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14. Navigation in Heavy Weather

14.1 General
Navigation in heavy weather is defined as conditions with winds of Beaufort Scale 7 or more and a
Significant Wave Height of 4 meters or more.
Heavy weather presents to ships significant risk of structural/ equipment damage, damage/ loss of cargo,
crew injury, and the potential for environmental damage (e.g., oil/ chemical spills).
The ship shall monitor present and forecast weather conditions closely at all times and shall, if necessary,
alter course and speed to avoid heavy weather that might damage the vessel or endanger those on board.
Safety of the vessel, cargo, personnel, and environment always take priority over any other considerations.
Ship should try to avoid heavy weather if possible, but some storms cannot be avoided, or prove to be worse
than originally forecasted. The onset of a sudden weather anomaly may not be avoided irrespective of
ongoing bridge team management close-monitoring, and prudent voyage planning.
Masters should be aware that steep or breaking waves may occur in certain areas, or in certain wind and
current combinations (river estuaries, shallow water areas, funnel shaped bays, etc.). These waves are
particularly dangerous.
If the heavy weather cannot be avoided, ship Master should exercise prudence and good seamanship having
regard to the season of the year, weather forecasts and should take the appropriate actions warranted by the
prevailing circumstances.
The Master must regulate speed and/or alter course in heavy weather, as required by good seamanship, in
order to avoid the possibility of damage to ship and cargo, also to avoid needless expenditure of fuel.
Reduction of a few revolutions will make a considerable difference to the motion of the ship, but very little
difference in voyage time.
14.2 Preparations for Heavy Weather
There are usually warnings about the development of storms, hurricanes or other serious weather
phenomenon available before the weather arrives. The key for safety is that this information is properly
being used and prudent preventive measures are being taken. With the correct preparation and procedures
the vessel can minimize the adverse effects of sailing through heavy weather.
Masters are reminded of the importance to make a proper risk assessment of the prevailing weather and sea
conditions in respect of their own vessel prior to encountering heavy weather.
The following main hazards/ adverse effects to the tanker ship should be taken into account in order of
priority:
1. Shipping of water – substantial risk:
• A considerable part of damages in rough weather are reportedly caused to the main deck and
forecastle fittings and equipment by shipping of water on deck.
• The relative small freeboard when fully laden is the main reason for this.
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Aleksejs Sidorenko
2. Slamming – moderate risk:

• Small draft in some ballast conditions increases the risk of slamming, but the possibility of increasing
the draft by increasing the ballast have led to few slamming damages.
• The introduction of segregated ballast tanks has made this possibility more complicated so that
slamming damages may be experienced more often in ballast.
• The main reason why hull damage occurs when vessels sail in heavy weather is that ships do not duly
slow down or alter course to avoid large waves.
3. Vertical bending moment and shear forces – moderate risk:
• Although scantling requirements and procedures for monitoring of bending moments and shear
forces make fatal damages due to large bending moments or shear forces unlikely, ensuring that these
always remain within design parameters minimizes the risks for fatigue developing.
4. Roll – moderate risk:
• Bunker spill on deck from venting heads of bunker deep tanks can happen when location/
construction/ height of venting heads allow escaping oil on deck at ship’s heavy rolling in seaway.
• Free surface effects small with full tanks.
• Cargo insensitive to roll.
• Produces the highest accelerations and hence is the principal cause of crew seasickness/ fatigue.
5. Motions and accelerations – tolerable risk.
• Some damages due to sloshing have been reported but are generally rare events.
6. Torsional moment – tolerable risk.
• Generally the closed cell systems formed by the hull and bulkheads give a high resistance to torsion.
• Long vessels like the VLCC can expect torsional stresses through their length in addition to bending
and shear force stresses.
The following ship’s loading considerations should be taken into account to ensure ship’s safety in heavy
weather:
• Ships must be deep enough in the heavy water to ensure safe passage. If the bow of the ship is not
deep enough, the ship’s forefoot (the area under the bow) will emerge periodically from the water
surface. This leads to slamming - or heavy impact - of the hull when the bow hits the water with a
high velocity on re-entry. Excessive slamming can lead to hull structural damage or even to hull
failure and ship loss in extreme conditions. Deeper drafts forward will generally reduce the tendency
for the ship to slam.
• Efficient propeller operation usually requires the propeller to be immersed. Thus, if the stern is not
deep enough, ballast may be needed to trim the vessel. Further, if the stern draft is not sufficient in
rougher sea conditions, the ship's propeller will race (i.e., increase its revolutions per minute) when it
emerges from the water and will slow down when it re-enters the water. This causes engine control
problems and increased loading on the propeller shafting and machinery. Increasing stern drafts
reduces the tendency for the propeller to emerge and, thus, reduces racing.
• The number of partially filled or slack tanks should be kept to a minimum because of their adverse
effect on stability and sloshing effect. Fluid in a slack tank sloshes around during ship motion, which
may lead to excessive loads on the tank bulkheads, frames, or underdeck structure. In severe weather
conditions, this could lead to structural failure.
• Bunker spill from venting heads of bunker deep tanks can happen when location/ construction/ height
of venting heads allow escaping oil on deck at ship’s heavy rolling in seaway. It should be checked
that these bunker tanks have sufficient ullages to prevent bunker spill on deck.
• It is advisable to avoid excessive values of metacentric height, since these might lead to acceleration
forces which could be prejudicial to the ship and its equipment. Ideally the ship should be loaded
and/or ballasted in such a way as to give it an easy rolling period that is neither too fast nor too slow.
A vessel that rolls too fast has excess stability (a stiff ship) and has a marked tendency to return to its
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Aleksejs Sidorenko
original upright position quickly. This creates an extremely uncomfortable motion that can exert high
loads on the ship’s structure and lashings and high sloshing loads in slack tanks. A vessel that rolls
too slowly has insufficient stability (a tender ship) and may capsize under heavy weather conditions.
Slack tanks may, in exceptional cases, be used as a means of reducing excessive values of
metacentric height. In such cases, due consideration should be given to sloshing effects.
• The specific location and amount of cargo and ballast on board in various conditions is essential to
the ship’s safety, ensuring that the bending moments and the shear forces acting on the hull remain
within design parameters. Loading manuals and onboard loading computers must be used by ship’s
Officers to monitor bending moment and shear force conditions experienced by the hull. If when it is
not possible to add or remove ballast in particular tanks without exceeding these hull loading limits -
in extreme cases excessive loads could cause hull failure and possibly the sinking of the ship.
• In all conditions of loading necessary care should be taken to maintain a seaworthy freeboard.
Officers and crew shall be appropriately briefed on the preparation for adverse weather e.g.
• Integrity of the vessel shall be ensured before entering an area of adverse weather i.e. vessel be
properly secured with hatches batten down, anchors lashed, all water-tight openings secured etc.;
• Care should be taken to ensure that loose or movable pieces of equipment have been properly stowed
or lashed so as to minimize the possibility of both longitudinal and lateral shifting under the effect of
acceleration caused by rolling and pitching.
• OOW should not hesitate to use the helm and engines, however, timely notice of intended variations
of engine speed should be given where possible in accordance with the applicable procedures;
• A proper look-out must be maintained at all times;
• Sufficient rest should be taken before a watch.
The vessel should use Bridge Checklist for Navigating in Heavy Weather/ Tropical Storm Area (form DPM-
02.05.08) to ensure that relevant preventive measures are duly taken.
14.3 Sailing in Heavy Weather
The Master should consider the speed of the vessel in all conditions of heavy weather, and what the effects
of an increase or decrease would be on the periods of encounter and the effective wave impact, but generally
the vessel’s speed should be eased down until she is handling comfortably. Such reductions in the vessel’s
speed should be limited, to permit correct steerage under the adverse weather conditions. Power should not
be reduced to such an extent that stalling of the main machinery occurs, nor should revolutions be allowed to
oscillate about any critical zone of revolutions for that type of main engine.
A proper understanding of own vessel’s characteristics and behaviour in heavy weather conditions would
assist to prevent any dangerous situation from developing.
OOW should carefully monitor and keep records of encountered sea conditions, such as:
• Maximum wave height H MAX - maximum observed vertical distance from wave trough to crest
• Significant wave height H S - mean wave height (trough to crest) of the highest third of the waves
• Wave period TW - time required for two successive wave crests to pass a fixed point
• Wave length λ - distance from crest to crest in the direction of propagation
• Encounter wave period TE - time required for two successive wave crests to pass under the ship
• Natural period of roll TR - time taken by a ship to roll from port to starboard, or vice-versa, and back
again
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• Natural period of pitch TP - time the bow of a ship takes to rise from the horizontal, fall below the
horizontal, and return to it
• Wave direction
• Ship’s course
• Ship’s speed
Observed data should be used to avoid dangerous phenomena and dangerous conditions based on following
guidance.
Wave
Phenomena Wave Characteristics Effect
Direction
Synchronous All directions Encounter wave period is nearly equal to the natural rolling period Heavy oscillations
rolling motion possible of ship with high amplitude
Parametric All directions Encounter wave period is about equal to the roll period of the ship Heavy oscillations
rolling motion possible (encounter ratio 1:1) or encounter wave period is approximately with high amplitude
equal to half the roll period of the ship (encounter ratio 1:0.5)
Successive high- Following and Average wave length is larger than 0.8 of ship's length and the Large roll angle,
wave attack quartering seas significant wave height is larger than 0.04 of ship's length. reduction of intact
Encounter wave period is nearly equal to double (i.e., about 1.8 -3.0 stability and
times) of the wave period. possible capsizing
Surf-riding and Following and The angle of encounter is in the range 135°< α <225° and the ship Course deviation
broaching-to quartering seas speed is higher than 1.8√LBP cos(180-α) (knots). and possible
capsizing
The movement of a ship in roll and pitch depends on the size of the waves and the relation between the
period of encounter and the ship’s period of roll or pitch, the greatest movement developing when there is
synchronization. The period of encounter depends on the wave length (which governs the wave speed) and
also on the course and speed the ship relative to the waves. Thus the period of encounter can be varied by
alteration of the ship’s course and speed.
When the period of encounter approaches synchronization with the period of roll or pitch, the ship’s motion
will be violent. In a beam sea this may result in dangerously heavy rolling, while in a head sea the severe and
rapid pitching movement may cause frequent racing of propellers and unfair hogging and sagging strains.
Synchronism is most dangerous and a highly undesirable condition for a vessel to experience and occurs
when the period of roll is equal, or nearly equal, to the half period of the waves. Successive waves tend to
increase the angle of roll of the vessel, producing the possible danger of capsize. It is imperative that the
OOW should recognise the condition immediately. An immediate alteration of the vessel’s course will
effectively change the period of encounter and eliminate the condition, which is probably at its most
dangerous when a beam sea is experienced and the ship reaches a greater maximum inclination at each crest
and hollow. The vessel will most certainly be damaged if the condition is left uncorrected for any length of
time.
In severe weather, the speed of the ship should be reduced if excessive rolling, propeller emergency,
shipping of water on deck or heavy slamming occurs. Six heavy slammings or 25 propeller emergences
during 100 pitching motions should be considered dangerous.
Special attention should be paid when a ship is sailing in following or quartering seas because dangerous
phenomena such as parametric resonance, broaching to, reduction of stability on the wave crest, and
excessive rolling may occur singularly, in sequence or simultaneously in a multiple combination, creating a
threat of capsize. Particularly dangerous is the situation when the wave length is of the order of 1,0 to 1,5
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Aleksejs Sidorenko
ship’s length. A ship’s speed and/or course should be altered appropriately to avoid the abovementioned
phenomena.
OOW should ensure permanent remote visual monitoring of the most vulnerable/ exposed areas of the ship.
In dark hours use the fixed deck lights or floodlight arrangement should be considered, when this can be
done without inconveniencing other shipping in the area, for remote inspection of the most exposed areas of
the ship. OOW should keep check of the condition of the ship by conducting inspections, when safe to do so,
of the most exposed areas.
If the vessel suffers heavy weather damage, the relevant ship’s emergency procedures should be followed.
14.4 Reaction to Serious Potential Danger
Time is a critical factor for reacting in a situation of serious potential danger in heavy weather. If there is a
sudden struck of rough waves and bad weather then handling of the ship depends on the knowledge, training,
skills and, team efforts of ship’s staff.
The Master is expected to correct an unsatisfactory condition at sea, without leading to a substantial
worsening of another condition. The appropriate reaction to potential danger will always need proper risk
assessment based on the know-how, experience and logic of the Master faced with a decision to minimise
adverse heavy weather conditions. The direction of travel of the storm, the available power, the ability to
steer the ship at reduced speed can affect the decision. In case of necessity the Master should not hesitate to
consult the Company.
When reaction to serious potential danger is required, the options available to a vessel running into heavy
weather can be restricted to five main categories:
• Head to sea, or with wind and sea fine on the bow, running at reduced speed.
• Stern to sea, at reduced speed, running before the wind.
• Heaving to, preferably in the lee of a land mass, to allow the weather to pass.
• Anchoring, depending on depth of water and shelter afforded.
• Altering course in plenty of time to take evasive action away from adverse weather conditions.
Head to Sea
Head to sea (or with wind and sea fine on the bow) is probably the most favoured position for a deep-drafted
vessel at open sea. The object is to head the vessel into the weather, with the idea of letting the weather pass
over her. To this end, the speed of the vessel is considerably reduced, which will affect the period of
encounter of the on-coming wave formations and subsequently reduce any pounding that the vessel is
experiencing.
Courses and speed should be altered to remove the possibility of hogging or sagging, and to prevent
synchronism. Violent pitching may result in “racing propellers”, which in turn puts excessive stress on
engines. Absolute control of rudder and power is essential.
As a rule of thumb, power should be reduced to the minimum necessary to maintain steerage way and avoid
undue stress on machinery. Two steering motors should be operational, if fitted, and any zone of critical
revolutions should be avoided.
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Aleksejs Sidorenko
Stern to Sea
The vessel with a following sea will not move as violently as a vessel head to sea. Trial and error will
determine an optimum speed and minimise adverse motions of the ship. Speed adjustment, together with the
long period of encounter, will probably reduce wave impact without any great delay to a ship’s schedule.
However, if the wind and sea are acting directly from astern, then a vessel will run the risk of a surf effect, as
waves build up under the stern. In addition, vessels with a low freeboard will run the risk of “pooping”.
Pooping occurs when a vessel falls into the trough of a wave and does not rise with the wave, or if the vessel
falls as the wave is rising and allows the wave to break over her stern or poop deck area - hence the name
“pooping” which may cause considerable damage in the stern area.
The main concern for a vessel with the wind and sea abaft the beam arises if and when the vessel is required
to turn. A distinct danger of attempting to turn across the wave front is that the vessel may “broach to”. A
following sea reduces the flow of water past the rudder, so that steering may become difficult, and prevent
the vessel’s head coming up to wind. With reduced rudder effect, the vessel may be caught in an undesirable
beam sea and may “broach to”, being unable to come into the wind and sea.
Heaving to
If it is possible to take advantage of a lee caused by some land mass, then this can often be the answer to the
immediate problem. This practice is employed frequently in the coastal trades, especially with vessels
carrying cargoes liable to shift.
Another alternative under the heading of heaving to, is when it is decided to stop main engines altogether.
This action could result in considerable drifting of the ship and sufficient sea room should be available
before the operation is begun. Heavy rolling can be expected, with the ever present risk of synchronism. For
this alternative to be successful, a vessel needs to have good watertight integrity, together with an adequate
GM.
Use of Anchors
One of the greatest fears of any Master is that of being blown down on to a lee shore - a shore lying on the
leeward side of a ship (and on to which a ship could be blown in foul weather). Many shipwrecks caused in
this way could have been avoided by anchoring in deep water, say 50–90 meters.
If the vessel is in shallow water, consideration should be given to the use of two anchors, and the expected
strain on cable(s). Many vessels founder on a lee shore because they become disabled, loss of power
resulting in subsequent grounding, or insufficient power preventing them from “beating out” to seaward. The
process of anchoring with or without engine power will reduce the rate of the vessel’s drift to leeward. The
possibility of the anchors holding is a real one. Even if grounding is not prevented, then re-floating may very
well be assisted by heaving on cables.
15. Shelter
In case of heavy storm, icing-up, heavy ice the Master’s power to take the following decisions is not limited:
whether to proceed to the place/port of shelter or to undertake other measures for ensuring safety of the
crew, ship/cargo, but he is obliged to inform the Company immediately on the following: time, position,
speed, ship/cargo condition, intended actions aimed at improvement of situation on the ship.
Watchkeeping at Sea Approved by: Mikkjal Poulsen
Chapter: 4
WATCHKEEPING AT SEA
1. Responsibilities
The safety of the crew, ship, cargo and environment is dependent upon the alertness and conduct of those on
watch. The officer in charge of the navigational watch (OOW) must ensure that the highest standards and
requirements of good seamanship are maintained at all times. This is particularly relevant to the keeping of a
proper lookout.
OOW is the Master's representative and is responsible to him

• for the safe navigation of the vessel;
• for compliance with the International Regulations for Preventing Collisions at Sea, 1972, as
amended (COLREG-72);
• for compliance with pertinent laws and regulations; and
• for compliance with the Master's orders given verbally or in writing.
OOW must fully understand the various underway watch conditions and their required duties under these
conditions. In cases of doubt, the Master is to be consulted promptly.
The OOW must always comply with the COLREG-72. Compliance not only concerns the conduct of vessels
under the steering and sailing rules, but also displaying the correct lights and shapes and making the correct
sound and light signals.
The OOW is responsible for the safe navigation and cons the vessel when the Master comes to the bridge
until the Master informs him of assuming responsibility for control of the bridge and responsibility for the
con.
2. Lookout
Every vessel shall at all times maintain a proper lookout in compliance with rule 5 of the COLREG-72 and
shall serve the purpose of
• maintaining a continuous state of vigilance by sight and hearing, as well as by all available means
appropriate in the prevailing circumstances and conditions, with regard to any significant change in
the operating environment;
• fully appraising the situation and of the risk of collision, stranding and other hazards to navigation;
and
• detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to safe
navigation.
The person(s) assigned to lookout must be able to give full attention to the keeping of a proper lookout and
no other duties shall be undertaken or assigned which could interfere with that task.
The duties of the lookout and helmsman are separate and the helmsman shall not be considered to be the
lookout while steering.
During navigation OOW or the lookout shall ensure continuous and efficient visual monitoring of the water
around and behind the vessel, regular over-side checks in order to detect any visible sheen, dust, chemicals,
abnormal discoloration or foaming, and other indicators of pollutants or constituents of concern originating
Chapter: 4
from the vessel (e.g., deck runoff, ballast water and bilge water) or from other sources. Any noted indicators
of pollutants shall be immediately brought to attention of ship’s Master for taking of appropriate actions as
defined by ship’s spill response plans, such as SOPEP/ SMPEP, VRP, etc.
During the hours of darkness, it is essential that the wheelhouse environment and shipboard procedures
support the maintenance of adequate night vision for watchkeepers and lookouts. An effective wheelhouse
and chartroom blackout should be maintained, lighting used in such areas should be of low intensity. Deck
lighting should be considered carefully to avoid adversely affecting night vision from the wheelhouse, even
if such lighting only affects a restricted sector of the horizon.
The OOW must ensure that the lookouts are properly trained and instructed as necessary with regard to what
to look for and how to report, that they are properly posted, remain alerted, are properly clothed, relieved or
rotated on station as necessary.
The OOW may be the sole lookout in daylight with Master’s permission and provided that at each such
case:
a) the situation has been carefully assessed and it has been established without doubt that it is safe to do
so; full account has been taken of all relevant factors, including, but not limited to state of weather,
visibility, traffic density, proximity of dangers to navigation, and the attention necessary when
navigating in or near traffic separation schemes; and
b) assistance is immediately available to be summoned to the bridge when any change in the situation
so requires;
3. Helmsman
The helmsman will have no any other duties when assigned to the helm, the helmsman cannot be a lookout
at the same time.
OOW must ensure that the vessel is properly steered. Helmsmen must be supervised to ensure their
understanding of and ability to execute steering orders properly. Helmsmen are not permitted to change the
steering mode unless supervised by the OOW.
The helmsman shall report to the OOW results of comparison of the magnetic and gyro compass course
readings at every change of ship’s course. The availability of trained and proficient helmsmen is vital to the
safe navigation of the vessel, and such helmsman must always be readily available when manual steering is
engaged.
The Master must ensure that a regular training program for helmsmen is established. It is most important
that when a helmsman has been trained to high level of proficiency, this level is maintained by regular
practice at the wheel.
4. Handing Over the Watch

The OOW is on no account to leave the navigating bridge when the vessel is underway unless properly
relieved by the Master or another licensed officer.
If at any time an OOW is to be relieved when a manoeuvre or other action to avoid any hazard is taking
place, the relief of that officer must be deferred until such action has been completed.
Chapter: 4
The OOW shall not hand over the watch to the relieving officer if there is reason to believe that the latter is
not capable of carrying out the watch keeping duties effectively. Illness or the effects of fatigue, alcohol or
drugs could be reasons why the relieving officer is unfit for duty.
If in any doubt concerning fitness of relieving officer, the OOW should not hand over the watch and must
notify the Master immediately.
5. Taking Over the Watch

The officer coming on watch must be sober, fully alerted and fit in all respects to take over the watch,
including having adjusted to night vision during hours of darkness. Relieving officers shall not take over the
watch until their vision fully adjusted to the light conditions.
The relieving officer shall:
a) Arrive on the bridge well (at least 10 minutes) before scheduled watch.
b) Familiarize himself/ herself with Master’s night order book and other special instructions of the
Master relating to navigation of the ship.
c) Familiarize himself/ herself with general sailing conditions:

· existing and forecast weather conditions;
· prevailing visibility;
· current radio navigational warnings;
· vessel’s heel, trim, draft, water density, squat, under-keel clearance (UKC) and any expected
conditions which may cause changes in UKC;
· the operational condition of all navigational and safety equipment being used or likely to be
used during the watch;
· procedures for the use of main engines to manoeuvre when the main engines are on bridge
control;
· vessel status with regard to machinery or any item which may affect the ability to manoeuver;
· work activities on deck and elsewhere aboard the ship which may put certain restrictions on
ship manoeuvring or require certain actions to ensure safety and security of the ship and
personnel.
d) Examine the passage plan and chart in effect, checking:

· ship's position, which is to be checked personally whenever possible;
· present course and speed;
· progress of the ship throughout the previous watch;
· courses to steer throughout the forthcoming watch;
· tides and currents anticipated during the watch and the effect of these factors upon course and
speed;
· navigation marks in sight or expected to be sighted during the watch and two hours thereafter,
navigation marks in sight are to be checked by personal observation using a stopwatch to
confirm characteristics of lights;
· the conditions and hazards likely to be encountered during the watch.
e) Check the compasses and course recorder as follows:

· check the steering repeater against the magnetic compass;
Chapter: 4
· check the steering repeater against gyrocompass;

· check the steering repeater against all other repeaters, including the course recorder and
radar;
· check the errors of gyro- and magnetic compasses;
· check that the course recorder is operating properly, that the clock is correct (on GMT), and
note any adjustment made in the logbook and the recorder roll.
f) Familiarize himself/ herself with ship traffic conditions, the presence and movement of ships in sight
or known to be in the vicinity, particularly with regard to the closest point of approach (CPA), time
to CPA, course and speed of other nearby ships.
g) Check condition of all navigation lights and operation of navigation lights failure alarms.
h) Familiarize himself/ herself with status and mode of operation of the following as they relate to
Integrated Bridge System:
· status of UMS controls;
· steering mode / autopilot;
· route tracking mode;
· electronic chart in use / route in use;
· speed input source;
· position fixing equipment in use;
· safety margin / warming alarm settings;
· turning mode in use and settings if active;
· data logging intervals;
· ARPA status and traffic being monitored.
i) Complete relevant bridge checklist for changing over the watch.
When all the foregoing has been completed and the relieving officer is satisfied that he is familiar with the
situation and that all is in order, the watch shall be formally transferred by a verbal exchange of gyro and
standard compass courses.
6. Performing a Navigational Watch

6.1 General
The OOW shall:

• keep the watch on the bridge;
• in no circumstances leave the bridge until properly relieved;
• continue to be responsible for the safe navigation of the ship, despite the presence of the Master on
the bridge, until informed specially that the Master has assumed that responsibility and this is
mutually understood; and
• notify the Master when in any doubt as to what action to take in the interest of safety.
The OOW shall give watch keeping personnel all appropriate instructions and information which will ensure
the keeping of a safe watch, including a proper lookout.
During the watch the course steered, position and speed shall be checked at sufficiently frequent intervals,
using any available navigational aids necessary, to ensure that the ship follows the planned course.
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It is of special importance that at all times the OOW ensures that a proper lookout is maintained. In a ship
with a separate chartroom the OOW may visit the chartroom, when essential, for a short period for the
necessary performance of navigational duties, but shall first ensure that it is safe to do so and that proper
lookout is maintained.
The OOW shall be not assigned or undertake any duties which would interfere with the safe navigation of
the ship.
A proper record shall be kept during the watch of the movements and activities relating to the navigation of
the ship.
6.2 Using of Equipment
The OOW shall have full knowledge of the location and operation of all safety and navigational equipment
on board the ship and shall be aware and take account of the operating limitations of such equipment.
The OOW shall make the most effective use of all navigational equipment at his/ her disposal.
When using radar, the OOW shall bear in mind the necessity to comply at all times with the provisions on
the use of radar contained in COLREG-72, as amended.
The OOW shall be thoroughly familiar with the use of all electronic navigational aids carried, including
their capabilities and limitations, and shall use each of these aids when appropriate.
The OOW shall use the radar whenever restricted visibility is encountered or expected, and at all times in
congested waters, having due regard to its limitations.
The OOW shall ensure that range scales employed are changed at sufficiently frequent intervals so that
echoes are detected as early as possible. It shall be borne in mind that small or poor echoes may escape
detection.
Whenever radar is in use, the OOW shall select an appropriate range scale and observe the display carefully,
and shall ensure that plotting or systematic analysis is commenced in ample time.
In cases of need, the OOW shall not hesitate to use the helm, engines and sound signalling apparatus.
However, timely notice of intended variations of engine speed shall be given where possible or effective use
made of UMS engine controls provided on the bridge in accordance with the applicable procedures.
VHF radio should not be used for collision avoidance purposes. Valuable time can be wasted attempting to
make contact since positive identification may be difficult and, once contact has been made,
misunderstandings may arise.
Attempts to avoid collision by communicating using AIS equipment should be avoided. Accident
investigations have shown that such attempts waste time, distract the attention of the OOW and often fail to
establish effective communication.
6.3 Regular Checks and Tests
Operational tests of shipboard navigational equipment shall be carried out at sea as frequently as practicable
and as circumstances permit, in particular before hazardous conditions affecting navigation are expected.
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Such tests shall also be carried out prior to port arrival and departure.
The OOW shall make regular checks to ensure that:

• the person steering the ship or the automatic pilot is steering the correct course;
• the magnetic and gyro compasses are compared at least every 30 minutes, as well as after each
change of course;
• repeaters are synchronized with their master compass;
• the standard compass error is determined at least once a watch and, when possible, after any major
alteration of course, full data regarding each observation is entered in the compass error log,
including the error of compasses and the deviation of the magnetic compasses and due allowance
made for courses steered and in the application of bearings;
• the automatic pilot is tested manually at least 10 minutes once a watch and before entering waters
where navigation may require special caution;
• the navigation and signal lights are functioning properly, the navigation lights are tested 30 minutes
before sunset or when restricted visibility conditions expected;
• radio watch is maintained on the frequencies specified in the Radio Regulations and the SOLAS
Convention, and the radio equipment and its sources of energy is functioning properly;
• the Unmanned Machinery Space (UMS) controls, alarms and indicators are functioning properly;
• other navigational equipment is functioning properly.
Tests of whistle, telegraph, telephones and general alarm bells shall be performed at noon each day, before
entering congested waters or as might be required by national or local regulations. The whistle shall not be
tested at the presence of other vessels where this can be assessed as given signal. On ship fitted with direct
bridge control of engine systems prompt and effective engine response shall be tested prior to entering
restricted waters and at any time it is anticipated that manoeuvring control may be needed.
Tests of shipboard navigational equipment whenever appropriate shall be recorded by completing relevant
bridge checklists and/ or making records in relevant logbooks.
6.4 Change of Steering Mode
The OOW shall bear in mind the necessity to comply at all times with the requirements in force of the
SOLAS Convention. The OOW shall take into account:
• the need to station a person to steer the ship and to put the steering into manual control in good time
to allow any potentially hazardous situation to be dealt with in a safe manner; and
• that with a ship under automatic steering it is highly dangerous to allow a situation to develop to the
point where the OOW is without assistance and has to break the continuity of the lookout in order to
take emergency action.
Automatic steering normally will be used during open sea passages. The steering mode will be changed over
from automatic to manual steering:
• at any emergency situation;
• for all manoeuvres to avoid ship collision;
• whenever the steering characteristics of the ship may be affected by shallow water and/ or weather;
• whenever frequent changes of ship’s course and/ or sharp wheel movements are required;
• for training purposes at the Master's discretion;
• whenever the Master or OOW considers it necessary.
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The manual-automatic and automatic-manual steering changeover procedures must be posted for ready
reference close to the steering position. OOW and helmsman must be thoroughly familiar with the safe
methods of changing steering modes.
Any change of steering mode must be made or directly supervised by the OOW. Helmsmen should not
make steering mode changeover or interfere with or operate any steering mode control in any way unless
supervised by the OOW.
Time and location (position of the vessel) of engaging hand steering and auto steering mode must be
recorded in the deck logbook.
6.5 Monitoring the Progress of the Ship
It is important that the OOW executes the passage plan as approved by Master and monitors the progress of
the ship relative to that plan.
Good navigation practice demands that the OOW:

• understands the capabilities and limitations of the navigational aids and systems being used, and
continually monitors their performance;
• uses the echo sounder to monitor changes in water depth;
• uses dead reckoning techniques to check position fixes;
• cross-checks position fixes using independent sources of information, this is particularly important
when electronic position-fixing systems are used;
• uses visual navigation aids to support electronic position-fixing methods, i.e. landmarks in coastal
areas and celestial navigation in open waters;
• does not become over reliant on automated navigational equipment, including electronic chart
systems, thereby failing to make proper navigational use of visual information;
• plots historical ship track forward to identify the projected/ anticipated position.
6.6 Continuous Monitoring of Ship’s Safe Position
Electronic aids to navigation are equipped with a number of alarms and alerts, which if used effectively will
ensure a safe transit - collision avoidance alarms such as CPA/TCPA/BCR, off track alarms and shallow
water alarms, etc. Most navigation related incident reports indicate ineffective utilisation and management of
alarms and alerts - alarms were muted or incorrectly set at the time of the incident.
Where the installed electronic navigation equipment, including radar, ARPA, ECDIS have capability to
define safety limits and guard zones, such features are to be utilized to the fullest extent possible to ensure
safe passage. Company and equipment manufacturers’ procedures must always be complied with to ensure
effective management of alarms on radars, ECDIS, echo sounders etc. In addition to the periodic checks
stipulated by these procedures, this process should be verified during navigational audits.
Trial manoeuvre function within ECDIS and radar are very effective navigational tools and should be used
by the OOW to the extent possible, with particular attention paid to set margins of safety.
Practices such as parallel indexing, monitoring of clearing bearings, setting of safety limits and guard zones
on electronic navigation equipment must be always used by OOW whenever possible to ensure that a ship
is remaining within safe area or is not approaching a danger. For proper application of these practices
industry guidelines, such as NI Bridge Team Management and ICS Bridge Procedures Guide, should be
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consulted.
It should be stressed however that none of these practices fix the ship’s position and therefore does not
replace the need to fix the ship’s position at regular intervals.
6.7 Ship’s Position Fixing
Whenever potential dangers to navigation exist frequent fixes shall be taken to assure that the position of the
ship is positively known and is in conformity with the planned track. Fixes must be taken at sufficiently
frequent intervals according to passage plan. Such fixes shall be cross-checked through the use of more than
one fixing method, thus reducing the risk of grounding as a result of error or failure of navigational
equipment.
It is essential that at any one time the OOW knows exactly where the vessel is in relation to the intended
passage plan.
On ocean passages the position may be plotted only a few times per watch but on coastal or pilotage
passages the frequency of plotting must be more frequent. The following table provides guidelines in this.
Area Frequency Fix Type

Ocean Passages/ Deep Sea Every two hours GPS
When possible Astronomical observations
Coastal waters Every 30 minutes, increasing frequency to Visual bearings
every 20 minutes approaching restricted Radar range/ bearings
waters GPS
Restricted waters Every 20 minutes, increasing frequency to Visual bearings
every 6 minutes in extremely confined waters Radar range/ bearings
and port arrival/ departure GPS
Port Arrival/ Departure Minimum of every 6 minutes, increasing Visual bearings
frequency as necessary in critical areas as Radar range/ bearings
directed by Master GPS
Any significant discrepancy between the ship’s fixed position and the dead-reckoning position must he
brought to the attention of the Master and the pilot (if present on the bridge).
On coastal passages position fixing must be based on terrestrial position lines, primarily visual bearings and
radar distances. It must be understood that the accuracy of bearings increases as the range to the object
decreases; bearing of close objects are therefore to be preferred, even if the bearing appears to be changing
rapidly. Using of electronic (GPS) fixing of the vessel’s position in coastal waters is never acceptable
(although GPS may be used as the secondary check method).
OOW shall regularly cross-check position-fixes using independent source of information. This is particularly
important when electronic position-fixing systems, such as GPS, are used as the primary means of fixing the
position of the ship. Frequent cross-checking or confirmation of position shall be made by other available
means and based upon other data. Whenever possible such verification shall be by visual means. Otherwise
alternative available means such as radar bearing, radar range, multiple radar ranges, etc. are to be utilized.
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Where ECDIS is used as the primary means of navigation, radar and visual bearing should be cross-checked
using the bearing line facility of the ECDIS unit.
On ocean passages positions received at the same time from both GPS units are to be recorded for
comparison purposes at least once each watch. Any significant discrepancy between the two logged
positions must be investigated.
Care should be exercised when confirming geographical positions from such electronic position-fixing
systems as GPS on charts. The OOW should bear in mind the following:
• all ENCs are referenced to WGS84 datum to ensure compatibility with positions derived from GNSS.
Unfortunately there are still significant parts of the world where it is not possible to position the
existing hydrographic data (both paper charts and older surveys) used on ENCs onto WGS84 to the
level of accuracy provided by GNSS. Where this is the case, the ship’s position derived from GNSS
will be accurately positioned with respect to the graticule shown on the ECDIS display, but the
underlying chart data may be significantly out of position.
• In affected areas position accuracy may be poor. Under these circumstances in particular the OOW
should not rely totally on position-fixing using electronic systems alone and should regularly cross-
check ship’s position relative to land features by taking visual fixes and by employing radar methods;
and also use echo sounder to confirm charted depths.
Fixes obtained by multiple radar ranges are generally to be preferred to those utilizing radar bearings due to
the inherent accuracy of radar ranging and limited accuracy of radar bearing. Targets for position fixing by
radar must be carefully selected. Isolated rocks, beacons and the like which are clearly defined and not
subject to shift with wind and current are preferred.
Soundings must be taken when making a landfall, when the vessel is in shoal waters and at any other time
when this may assist in establishing the position of the vessel and monitoring of under-keel clearance
(UKC).
When approaching areas of possible navigational hazards, the Master must determine a point in time or
soundings at which, in the absence of a reliable fix, the vessel will be stopped until such time as the vessel's
position is determined and it is found safe to proceed.
Buoys or other floating navigational marks (including but not limited to oil rigs or platforms, light vessels,
ODAS buoys, floating storage units, etc.) should not be relied on as the means of fixing a position, nor used
in a range due to the unreliability of their positions unless they have been first checked for correct position
(in this case appropriate instructions should be made in the Passage Plan and on the navigation chart to
verify the object for correct position immediately prior to it's use for ship’s position fixing). Extreme caution
is to be exercised in areas where ice flows or other forces may displace buoys from their charted positions.
During ocean passages GPS should normally be used as the primary means for position fixing. OOW should
practice taking astronomical sights and positions should be fixed by morning and evening star sights and
daily sun sights. Such fixes must be cross-checked with GPS.
6.8 Notifying of Duty Engineer
The OOW must notify the officer in charge of the engineering watch at the following conditions or
circumstances:
• as soon as it appears that the engine manoeuvres may be required, notice of one or more hours in
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advance is desirable;
• when restricted visibility expected or at significant reducing of visibility;
• at least one hour advance notice before end of sea passage;
• upon commencement of sea passage;
• duly advance notice before entering areas where environment protection considerations apply
(MARPOL special areas, ECA, etc.) and upon entering/ leaving such areas;
• duly advance notice before requiring essential or additional equipment such as inert gas system,
hydraulic power pack, deck crane, additional generator or steering power unit, etc.;
• when ambient air temperature drops to 0° C;
• whenever the vessel's machinery operation may be affected by weather or other external condition
changes;
• at malfunction of essential ship’s machinery or equipment.
6.9 Calling the Master
The Master should keep the OOW advised of his whereabouts at all times when the vessel is at sea. The
OOW must not hesitate to call the Master at any time when in doubt, or when assistance is required.
The Master is to be called before a doubtful situation becomes an emergency and early enough to ensure
that he has sufficient time to analyze the problem.
The OOW may sound two short rings on the general alarm bell to call the Master when he is not reached by
usual communication means.
The OOW shall notify the Master immediately:

• if restricted visibility is encountered or expected;
• if the traffic conditions or the movements of other ships are causing concern;
• if difficulty is experienced in maintaining course;
• 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 a change in soundings occurs;
• of breakdown or failure of the engines, propulsion machinery remote control, steering gear or any
essential navigational equipment, alarm or indicator;
• if the radio equipment malfunctions;
• 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 a derelict;
• if any vessel security concerns arise;
• in any other emergency or if in any doubt.
Despite the requirement to notify the Master immediately in the foregoing circumstances, the OOW shall in
addition not hesitate to take immediate action for the safety of the ship where circumstances so require.
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Watchkeeping under Different Conditions Approved by:
Aleksejs Sidorenko
WATCHKEEPING UNDER DIFFERENT CONDITIONS
1. Clear Weather
The OOW shall take frequent and accurate compass bearings of approaching ships as a means of early
detection of risk of collision and bear in mind that such risk may sometimes exist even when an appreciable
bearing change is evident, particularly when approaching a very large ship or a tow or when approaching a
ship at close range. The OOW shall also take early and positive action in compliance with the applicable
regulation of COLREG-72 and subsequently check that such action is having the desired effect.
In clear weather, whenever possible, the OOW shall take the opportunity to carry out radar plotting practice.
2. Deteriorating and Restricted Visibility

2.1 Definitions of Deteriorating and Restricted Visibility
For proper watchkeeping organization in low visibility conditions and for reference when issuing
instructions to OOW, the Master shall establish and clearly define two conditions of low visibility. These
will be referred to as “deteriorating” and “restricted” visibilities.
Deteriorating visibility means any condition, in which visibility is reduced by fog, mist, falling snow, heavy
rainstorm, sandstorms or any other similar causes, but the visibility range is higher than that defined for
restricted visibility. Deteriorating visibility is a range of visibility from about 5 miles down to about 2.5
miles.
Restricted visibility means any condition, in which visibility is restricted by fog, mist, falling snow, heavy
rainstorm, sandstorms or any other similar causes where conduct of vessel’s navigation is covered in
COLREG-72 Rule 19. Restricted visibility is a range of visibility from about 2.5 miles down to zero.
Deteriorating and restricted visibility upper and lower limits will vary according to changing circumstances.
In setting visibility range limits at least the following factors must be taken into account:
• Ship’s size, type and manoeuvring capabilities.
• Qualifications and experience of the watch officer(s) and ratings, both deck and engine.
• Any actual restrictions to operation of ship’s main engines, steering equipment, radar/ARPA and
other essential navigation equipment.
• Ship traffic type, density and flow pattern(s) in the area. It should be recognized that head-to-head
closing speeds of 40 knots are not uncommon coupled with increased ship inertia.
• The need for standby personnel and the time required before they are able to be on station and
ready to assist.
By written orders and/ or verbal instructions the Master shall ensure that OOW is completely aware of the
actions to be taken when deteriorating or restricted visibility is expected or encountered.
2.2 Deteriorating Visibility
When the range of visibility diminishes to the deteriorating state as set by the Master, the OOW shall:
a. Inform the Master.
b. Inform the watch engineer.
c. Call helmsman on bridge, if not already present.
d. Exhibit navigation lights, if not on.
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e. Ensure that all radar/ARPA equipment is in operation, check radar/ARPA operation and update plot.
f. Record actions taken in the deck logbook.
2.3 Restricted Visibility
When restricted visibility is encountered or expected, the first responsibility of the OOW is to comply with
the relevant rules of the COLREG-72, with particular regard to the sounding of fog signals, proceeding at a
safe speed and having the engines ready for immediate manoeuvre.
In restricted visibility, a vessel should travel at a slower speed, as described in Rule 19 (b) of COLREGS. A
vessel is not expected to stop when the visibility is zero, but it is expected to navigate very slowly and, may
be expected to reduce speed to the minimum at which she can be kept on course. Traveling at a lesser speed
would also have allowed additional time for the bridge team to more fully assess the situation.
When the limit of visibility diminishes to the restricted state as set by the Master, the OOW shall:
a. Call the Master promptly. The Master will set the appropriate steaming watch and will assign watch
personnel to the duties required.
b. Inform the watch engineer and place main engines on stand -by so as to have engine room
preparations made for full range of orders, and reduce speed as required for safe navigation.
c. Sound appropriate fog signals as required by the COLREG-72.
d. Check that navigation lights are exhibited.
e. Call additional personnel on bridge as required for the steaming watch as set the Master.
f. Post a proper lookout.
g. Check hand steering and ensure that helmsman is on stand -by. If not in open sea, engage hand
steering immediately.
h. Check that the radars/ARPA are operating properly, and update plot. When the Master takes the
conn, with or without the assistance of a pilot, the OOW will normally assume the radar watch. If
conditions warrant, the Master may assign other deck officer to this duty, but there must be no
confusion as to duty assignments.
i. Complete relevant bridge checklist for restricted visibility conditions
j. Record steaming watch set and other actions taken in the deck logbook.
2.4 Radar/ ARPA
The use of radar does not license a vessel to proceed with excess speed at restricted visibility conditions or
to neglect to keep a proper lookout.
Proper radar plots and use of ARPA are to be made at all times when navigating in restricted visibility.
Course/speed changes are dangerous without detailed information as to the target CPA (closet point of
approach), time to CPA, course and speed of the target. These factors must be determined if the bearings of
closing targets are not altering sufficiently to ensure safe passing.
If these factors cannot be ascertained for any reason, extreme care must be exercised and speed reduced or
the vessel stopped as required. The conning officer must not hesitate to take all way off the ship if necessary
in these circumstances.
ARPA equipment shall always be utilized when its use will contribute toward the safe navigation of the
vessel. Caution is to be taken that own ship heading and speed data input is maintained current at all times
to preclude the generation of erroneous information. The “Trial manoeuvre” capability of installed ARPA
equipment is to be utilized to provide projected target information for proposed course alternations.
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Own ship speed and heading inputs into ARPA need to be sea stabilized (water tracked) to provide the
ARPA with speed and course through the water. The use of ARPA in a ground stabilised (bottom tracked)
mode for assessing risk of collision could be particularly hazardous in sea areas that experience significant
tidal streams and currents.
Radar must not be used as a means of navigating a vessel into port under conditions that are normally
prohibitive. In such conditions, it should be used as an aid in taking the vessel to a safe anchorage.
Similarly, radar must not be used to sail from a port conditions which would otherwise be prohibitive.
The small-range, off-centre display radar has the benefits of being able to clearly show the targets ahead as
well as has good forward scanning distance; thus it is widely used by many navigators in crowded waters,
port entering or exiting channels etc. However it should be noted that periodical long-range scanning is
required to ensure due detection of dangerous targets and sufficient time for proper risk assessment.
It should be recognized that the reduction of speed in restricted visibility provides additional time for the
assessment of radar plots and the determination of required action.
2.5 Anchoring due to Restricted Visibility
When in the Master's opinion circumstances justify it, the vessel may be brought to anchor until such time
as conditions improve and the voyage can be safely resumed.
3. Hours of Darkness
The Master and the OOW, when arranging lookout duty, shall have due regard to the bridge equipment and
navigational aids available for use, their limitations; procedures and safeguards implemented.
4. Coastal and Congested Waters

The largest scale nautical chart suitable for the area and corrected with the latest available information shall
be used. Fixes shall be taken at frequent intervals and shall be carried out by more than one method
whenever circumstances allow. Visual and radar position-fixing and monitoring techniques should be used
whenever possible. The OOW shall positively identify all relevant navigation marks before they are used.
In coastal waters, the OOW should be aware that ship’s routeing schemes and ship reporting systems
requiring reports to be made to coast radio and vessel traffic stations may exist and passage plan should be
consulted for required reporting procedures.
The OOW knowledge of the ship’s draught, stability conditions and manoeuvring characteristics is
important. As the ship enters shallow water, squat may have a critical effect on the manoeuvrability of the
ship and cause an increase in draught. On board information should be used to confirm squat characteristics
for current loading conditions.
Prior to entering coastal waters relevant bridge checklist for navigation in coastal waters/ traffic separation
schemes must be completed by OOW.
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5. Navigation with Pilot

5.1 Responsibilities
Despite the duties and obligations of pilots, their presence on board does not relieve the Master or OOW
from their duties and obligations for the safety of the ship. Both should be prepared to exercise their right
not to proceed to a point where the ship would not be able to manoeuvre or would be in any danger.
The Master and the pilot shall exchange information regarding navigation procedures, local conditions and
the ship’s characteristics.
The Master and/ or OOW shall co-operate closely with the pilot and maintain an accurate check on the
ship’s position and movement.
If in any doubts as to the pilot’s actions or intentions, the OOW and/ or Master shall seek clarification from
the pilot. If doubt still exists,
• OOW shall notify the Master immediately and take whatever action is necessary before the Master
arrives;
• the Master shall take whatever action is necessary to ensure safety of the ship.
The OOW should regularly brief the engine room and ship’s crew on the progress of the ship during the
pilotage.
The OOW should complete Pilotage Checklist and ensure that all required actions are properly completed
before embarkation/ disembarkation and after embarkation of the pilot.
5.2 Pilot/ Master Data Exchange
Pilot, with his local experience and knowledge brings additional value on board. Hence pilot’s effective
integration within the Bridge Team is of outmost importance for safe completion of passage. Pilot may not
be absorbed into the bridge team in result of inadequate Pilot/ Master exchange process when the pilot’s
intention and plans were not communicated to the Brid ge Team, ship’s manoeuvring
characteristics/limitations were not shared with the pilot and there was not a constant engagement with the
pilot at all stages of the transit.
The preliminary pilotage passage plan prepared in advance by the ship and ship’s mooring/ anchoring
scheme, if applicable, should be discussed and agreed with the pilot immediately after boarding. There
should be sufficient time and searoom to allow this to happen safely.
Where lack of time or searoom does not allow the plan to be discussed fully, the bare essentials should be
covered immediately and the rest of the discussion held as soon as it is safe to do so.
Immediately on arrival on the bridge the pilot should be informed by the Master as follows.
a. If at sea:
• Ship’s present heading and compass error, if any.
• Ground speed and speed through the water.
• Main engine setting.
• Draft, trim, air draft and present under-keel clearance.
• Position of the helm.
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• Position of vessel by bearing and distance from a prominent navigation mark.

• Details of nearby traffic.
• Pertinent details of the vessel’s handling characteristics.
• Any limitations in operating ability whatever the cause.
b. If in port:
• Ship’s state of readiness.
• Draft, trim, air draft and present under-keel clearance.
• Pertinent details of the vessel’s handling characteristics.
• Any limitations in operating ability whatever the cause.
The pilot shall be handed the Pilot Card and shown a summary of manoeuvring information displayed at the
Wheelhouse Poster.
The pilot should be instructed which ship's equipment can be operated by him without the consent of the
OOW or Master. Usually this should be limited to the radar, VHF Bridge radio and ship's whistle.
Instructions should be given to the Pilot how to use this equipment correctly.
The Master and the pilot shall then discuss the forthcoming operation and both must have a clear
understanding and agreement of all aspects of it, the Pilot/Master Information Exchange form must be filled
in and signed by the Master and the pilot. The pilot can then assume his duties on the vessel.
The following shall be among the points Master and pilot consider/ agree during information exchange:
• responsibilities within the bridge team for the pilotage;
• the language to be used on the bridge between the ship, the pilot and the shore;
• ship's equipment which can be used/ operated by the pilot without OOW/ Master's consent and
instructions for use;
• planned navigational route;
• state of tide along route and at berth;
• depth of water along route, making due allowance for squat;
• speed at various points along route;
• limiting conditions, which would cause operation to be abandoned - for example, reduced visibility
or wind;
• alternative action if operation is abandoned;
• use of anchors (planned and emergency);
• manoeuvres requiring tugs;
• number and power of tugs;
• disposition of tugs;
• use of ship’s or tug lines for towing;
• communications procedures from ship to shore, and from ship to tug;
• crew standby requirements;
• the side of the vessel to be moored;
• maximum wind force acceptable during mooring or unmooring;
• maximum permissible closing speed and angle of approach to the nominated berth;
• details of the mooring arrangement;
• sequence and method of line handling during mooring or unmooring;
• whether pilot is to be changed, together with the method and position when changing pilot;
• disembarkation position;
• method of disembarkation.
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5.3 Order Communication
Effective order communication between the pilot and bridge team members is critical to avoid
misunderstandings.
The pilot may issue instructions relative to conning of the ship to the Master or directly to the OOW and/ or
the helmsman. Any verbal order to any bridge team member issued by the pilot must be repeated by that
member before complying with the order. Particularly, it is important that any helm order is repeated by the
helmsman and checked for proper execution by the OOW or Master.
It is particularly important to check correct rudder angle application by helmsman when the pilot gives order
for change to the new course without specifying rudder angle. The helmsman may not be aware of the
required rate of turn/ time required to get the ship on new course. This can cause too fast or delayed ship’s
manoeuver.
The Master must be in a position to hear all of these pilot’s instructions which are deemed to be instructions
of the Master unless modified or cancelled by the Master.
The silence of the Master is equivalent to approval of the pilot’s instructions.
The telegraph or bridge engine control must always be operated by the OOW or the Master. Engine orders
must be repeated and their execution checked by the OOW.
It is of special importance that extra care is taken by the Master and OOW when the pilot’s native language
is different from that of the helmsman or themselves. Where, through necessity, the pilot is communicating
with the tugs, linesman or shore stations in his native language, the Master must ensure that at all time he is
aware of the pilot’s intentions.
5.4 Monitoring Actions
Master and/ or OOW must not completely rely on pilot and maintain an accurate check of the ship’s position
and movement. This will include at least:
• checking that ordered courses are safe;
• checking that ship’s speed is safe in compliance with COLREG-72 and speed restrictions are
observed when navigating rivers and narrow channels and when passing close to piers, small craft
underway or at anchor, vessels with tows and moored vessels;
• continuous ship’s track monitoring and regular fixing of ship’s position, particularly after each
course alteration;
• monitoring of under-keel clearance,
• monitoring movement of other ships.
Master and/ or OOW has to consult the pilot at any time they judge the pilot to be in error or otherwise
neglecting the safe navigation of the vessel and urge the pilot to take every precaution and where
appropriate insist on such being taken.
Should the pilot fail to act on the Master’s advice, the Master must take action as appropriate to secure the
safety of the vessel. Full details of these actions must be entered in the deck logbook.
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Aleksejs Sidorenko
5.5 Actions in Case of Doubtful Competence
If any doubt exists as to the pilot's competence in local navigation or expertise in handling the vessel, the
Master must take positive actions to obtain another licensed pilot. Such actions may include proceeding to a
suitable anchorage and waiting until other pilot is available.
If no other alternative exists, the Master must take extraordinary precautions to monitor and verify the
pilot’s actions.
6. Heavy Weather
Having received gale warning the following should be taken into consideration:
• seaworthiness of the ship having regard to cargo character, location and fastening;
• safe operation of the main engine;
• fuel reserve;
• ship's position and course with regard to stormy area;
• navigational dangers in the area,
• location of shelters - ports and safe anchorages on the ship's course.
When stormy weather expected the OOW should complete checklist for Navigating in Heavy Weather or in
Tropical Storm Areas and ensure that all required actions are properly completed before entering stormy
weather area.
The essential actions of preparation of the ship for sailing in stormy weather are following:
• Inform all crew.
• Check securing of ship’s equipment and spare parts throughout the ship.
• Check securing of all life-saving equipment stowed on weather decks, especially those stowed
forward.
• Check and, if necessary, strengthen fastenings of any item placed on weather decks.
• Check safe and hermetic sealing of tanks, watertight closings, sounding tube plugs, working
condition of return valves, if possible put blinds on ventilation ducts.
• Fit storm pendants.
• Check ship's stability, in case of necessity make ballasting/ re-ballasting to avoid free surfaces in
tanks.
During sailing in stormy conditions the OOW should:

• take regular weather forecasts;
• keep systematic look-out of the actual meteorological situation, length, height, wave frequency and
direction;
• adjust ship’s course and speed to avoid dangerous rolling and pitching;
• prior to course and/or speed change check if the ship's position as a result of such manoeuvre may be
changed for the worse, bear in mind that course alteration on the wave may result in considerable list;
• monitor water level in bilges and drain them regularly;
• at least daily check securing of all life-saving equipment on weather decks, especially those stowed
forward;
• at least daily check securing and strengthen fastenings of any item placed on weather decks;
• during the work on open decks instruct personnel accordingly and strictly comply with the
requirements of safe working practices.
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Aleksejs Sidorenko
7. Low Temperatures
When sailing in low temperature conditions the OOW should ensure that all applicable precautions are
implemented in accordance with Ship Wintarisation Procedure and inter alia:
• carefully monitor air and see water temperature, ship's splashes and water freezing on ship's upper
deck structures;
• in case of danger of icing up check ship's stability taking into account the load of ice;
• inform the crew, prepare ice-fighting equipment, check deck lighting;
• choose course and speed to minimize icing up;
• take ice-fighting measures without delay: freeing from ice, leaving icing up area or going for the
shelter of the coast, etc., ice fighting should be made from the beginning and up to the end of icing
up;
• in the process of freeing from ice first of all free storm ports and upper deck structures, masts and
spars, when changing ship's position regarding wind and waves, carry out freeing from ice from the
wind side.
• esure compliance with safe working practices, crew members working on the open spaces should be
dressed in life jackets with safety lines;
• duly inform the Company of the ship's condition and all threatening circumstances.
8. Anchor Watch
A proper anchor watch must always be maintained on bridge when the vessel is at anchor. Main engines
should always be readily available for use when the ship is at open anchorages exposed to seas. Weather
conditions may deteriorate at short notice.
The following are important factors when the ship is at anchor:

• Regular position checks using all available means including visual aids and radar.
• The time available to react based on the limitations of the anchorage and nearby hazards.
• The weather forecast.
• Communication watch and registration of information received from shore.
• The level of experience of the bridge team.
• The load limitations of the anchoring equipment.
On anchoring, the initial duties of the OOW will include:

• A fix of the anchor position and the position of the ship at anchor;
• Activating anchor watch ring alarm on ECDIS, considering the maximum ship’s swinging circle;
• As appropriate, advising port authorities of the anchored position;
• Selecting landmarks and transits to monitor the ship’s position
• Confirming that the appropriate status is selected on AIS; and
• Ensuring appropriate lights and shapes are displayed (and in conditions of restricted visibility, sound
signals are commenced) in accordance with the COLREGS and any local regulations
While the ship is at anchor, the OOW shall:

• ensure that proper look-out is maintained;
• check at sufficiently frequent intervals (shall never be greater than one per hour) whether the ship is
remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable
shore objects. A log entry shall be made in each instance;
• utilize anchor watch ring alarm on ECDIS to detect any dragging
• monitor traffic and other anchored vessels;
Chapter: 5
Aleksejs Sidorenko
• ensure that inspection rounds of the ship are made periodically and that ship’s security and access
control are maintained;
• observe meteorological and tidal conditions and the state of the sea including updates to the forecast
conditions;
• ensure that the state of readiness of the main engines and other machinery is in accordance with the
Master's instructions;
• undertake all necessary measures if the ship drags anchor;
• ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are
made in accordance with all applicable regulations; and
• take measures to protect the environment from pollution by the ship and comply with applicable
pollution regulations.
The OOW must call the Master under the following circumstances:
• If sea or visibility conditions deteriorate or gale warning received.
• If in any doubt as to whether the vessel drags anchor
• The action of nearby vessels is causing concern.
When lying at the road the ship shall be ready to heave up anchor in compliance with conditions of the
ship’s staying, protection and weather forecast. The ship shall heave up anchor and put to sea for storming if
her safety cannot be guaranteed at the road.
Having received gale warning, the OOW should:

• keep main engines in continuous readiness;
• lengthen anchor chain, if possible;
• take regular weather forecasts and frequent weather observations.
Navigational and Communication Equipment Approved by: Aleksejs Sidorenko
Chapter: 6
NAVIGATIONAL AND COMMUNICATION EQUIPMENT

1. General
It is important that the Master and deck officers are thoroughly familiar with the use and proper operation of
all the navigational equipment on board. Good navigational practice demands that the OOW understands the
capabilities and limitations of the navigational aids and systems being used and continually monitors their
performance.
Familiarization with the bridge equipment must be completed by on-signing Officers during the handover
period in accordance with the Onboard Familiarization Program contained in the form MCM-04.04.02.
Effective use should to be made of all navigational equipment to ensure safety of navigation.
Regardless of whether a vessel is required by legislation to carry specific navigational equipment, if

equipment is fitted, then it should be operational.
Undue reliance should not be placed on a single navigational equipment/ system or method. Where more
than one system or method of position fixing is available at least two systems or methods should be used
and the results obtained should be carefully compared in order to ensure the safe and proper navigation of
the vessel.
2. Maintenance
Ship’s Master should ensure that ship’s Responsible Officer (Navigation Officer) is assigned for all
navigational and communication equipment.
Responsible Officer shall ensure that

• equipment is maintained in full accordance with the manufacturers’ instructions;
• equipment is in proper operating condition at all times;
• required maintenance records are being kept.
Navigation Officer is responsible for maintaining records of all software installed in navigational and
communication equipment in accordance with the Company procedure TMM-06.01 Cyber Risk
Management.
The malfunction of any critical navigational equipment (radar, ARPA, gyro, autopilot, electronic position
fixing equipment, VHF radio, etc.) immediately must be reported to the Master.
Any noted defect of ship’s navigational equipment should be reported to the Navigation Officer who in turn
should keep accurate records of all malfunctions/ defects in SMIS in accordance with the Company
procedure TMM-03.14 Damage/ Defects and Failures of Hardware.
The Company will analyse these reports in order to identify recurring defects in navigational equipment
across the fleet and take effective preventive measures to prevent recurrence.
Repairs and shore service to navigational equipment shall be arranged when required through the Company
office and requests for such service shall be forwarded to the Company office. Care must be taken to ensure
that only properly authorized service providers are used for equipment repairs and service.
Chapter: 6
3. Integrated Bridge System (IBS)

3.1 General
An integrated bridge system (IBS) is defined as a combination of systems which are interconnected in order
to allow centralized access to sensor information or command/control from workstations, with the aim of
increasing safe and efficient ship's management by suitably qualified personnel. Performance standards for
integrated bridge systems were adopted by IMO in 1996.
IBS shall be so arranged that failure of one sub-system is brought to immediate attention of the officer in
charge of the navigational watch by audible and visual alarms, and does not cause failure to any other sub-
system. In case of failure in one part of an integrated navigational system, it shall be possible to operate each
other individual item of equipment or part of the system separately.
Although IBS is a powerful navigation tool and although it may be expected to provide improved reliability
of electronic position fixing, Masters and OOW must recognize that such system remains an aid to
navigation and as such subject to error or failure. Over reliance on automatic systems, coupled with the
OOW paying too little attention to visual navigational and watchkeeping techniques, can be dangerous.
There is no single standard IBS design for ships and nor is IBS mandatory, however Classification societies
offer optional class notations for ships for IBS arrangements to support periodic one man bridge operations.
Where fitted, clear guidance on IBS operations, in particular when to commence and when to suspend
automatic track-keeping should be provided.
To permit centralised monitoring and control of navigational functions on the bridge the following systems
will be required:
• navigation management system;
• alarm system;
• conning display.
3.2 Conning Display
The display should be available at the conning position to show information summaries of the important
navigational sensors used on passage and during manoeuvring.
3.3 Navigation Management System
The navigation management system provides the mechanism for planning, executing and monitoring the
passage plan, it provides the link between navigational charts, position-fixing systems, log, gyro compass
and autopilot. ECDIS typically functions as the navigation management system.
3.4 Alarm System
The IBS must have an alarm system to warn OOW if potential dangerous situations could arise, such alarms
can include:
• traffic alarms from the radar;
• course-related alarms from gyro and autopilot;
• position-related alarms from position-fixing systems;
• ECDIS alarms;
Chapter: 6
• steering gear, power distribution panel alarms, etc.
Failure of the OOW to acknowledge alarms – usually within 30 seconds – will transfer the alarm to remote
alarm units in cabins, offices to call for back-up assistance.
Alarm system should include alarm to monitor the alertness of the OOW – Bridge Navigational Watch
Alarm System (BNWAS)
4. Bridge Navigational Watch Alarm System (BNWAS)
4.1 General
The purpose of a bridge navigational watch alarm system (BNWAS) is to monitor bridge activity and
detect operator disability which could lead to marine accidents. The system monitors the awareness of
the Officer of the Watch (OOW) and automatically alerts the Master or another qualified OOW if for any
reason the OOW becomes incapable of performing the OOW duties. This purpose is achieved by a series
of indications and alarms to alert first the OOW and, if he is not responding, then to alert the Master
or another qualified OOW. Additionally, the BNWAS may provide the OOW with a means of
calling for immediate assistance if required.
The IMO has mandated BNWAS for ships of 150 gross tonnage and upwards constructed on or after 1 July
2011. Existing ships of 3,000 gross tonnage and upwards constructed before this date must be fitted with
BNWAS not later than the first survey after 1 July 2012.
It is essential that BNWAS is of an approved type and meets the performance standards set out by the IMO
in Resolution MSC.128(75) ”Performance Standards for BNWAS”.
The BNWAS can incorporate the following operational modes:

• Automatic (automatically brought into operation whenever the ship’s heading or track control
system is activated and inhibited when this system is not activated) - must NOT be used.
• Manual ON - in operation constantly
• Manual OFF - must NOT be used under any circumstances
The Automatic mode is not suitable for use on a ship conforming with regulation SOLAS V/19.2.2.3 which
requires the BNWAS to be in operation whenever the ship is underway at sea. Accordingly, as an interim
measure and pending a revision of the Performance standards for a bridge navigational watch alarm system
(BNWAS) - (resolution MSC.128(75)), the automatic operational mode, if it is available, should not be
used.
Auto Activation of BNWAS should be disabled. Prominent label should be attached on the operation module
/ control unit of the BNWAS or where BNWAS is integrated (Kongsberg/SAM etc) - on the bridge deck
stating: “BNWAS AUTO MODE PROHIBITED”.
Only Master has the authority to activate and deactivate the BNWAS. Master should manually activate the
system when the vessel starts navigation, and deactivate the system once berthing has been completed.
System should be activated also while vessel is at anchorage.
Chapter: 6
Ship’s Master and all OOW shall be fully familiar with the operation of BNWAS, the equipment shall be
periodically tested in accordance with manufacturers’ instructions.
Ship’s Master is responsible for selecting the Operational Mode and the duration of the Dormant Period.
4.2 Operational Sequence of Indications and Alarms
Dormant period
Once operational, the alarm system shall remain dormant for a period of between 3 and 12 minutes. At the
end of this dormant period, the alarm system shall initiate a visual indication on the bridge.
First stage alarm

If not reset, the BNWAS shall additionally sound a first stage audible alarm on the bridge 15 s after the
visual indication is initiated.
Second stage alarm

If not reset, the BNWAS shall additionally sound a second stage remote audible alarm in the back-up
officer’s and/or Master’s location 15 s after the first stage audible alarm is initiated.
Third stage alarm

If not reset, the BNWAS shall additionally sound a third stage remote audible alarm at the locations of
further crew members capable of taking corrective actions 90 s after the second stage remote audible alarm
is initiated.
4.3 Alarm Alternatives
The second or third stage remote audible alarms may sound in all the above locations at the same time. If the
second stage audible alarm is sounded in this way, the third stage alarm may be omitted. In larger vessels,
the delay between the second and third stage alarms may be set to a longer value on installation, up to a
maximum of 3 min, to allow sufficient time for the back-up officer and/or Master to reach the bridge.
Facilities shall be provided to inhibit the third stage alarm and to increase the delay between the second and
third stage alarms to 3 min.
4.4 Emergency Call Facility
Means may be provided on the bridge to immediately activate the second, and subsequently third, stage
remote audible alarms by means of an “Emergency Call” push button or similar.
4.5 Security
The means of selecting the Operational Mode and the duration of the Dormant Period shall be security
protected so that access to these controls should be restricted to the Master only.
Chapter: 6
5. Magnetic Compass
5.1 General
All vessels are required to be fitted with a standard magnetic compass according to ISO 25862:2019. The
magnetic compass shall be properly adjusted and its table or curve of residual deviations shall be available
at all times, and prominently displayed on the ship’s bridge.
For safe navigation the residual deviation (defined by the table or curve) must be within 3°, and difference
between actually observed deviation and residual deviation must be within 2°.
A spare magnetic compass, interchangeable with the standard magnetic compass, shall be carried unless a
steering compass or gyro compass is fitted.
A steering magnetic compass should be provided unless heading information provided by the standard
compass is made available and is clearly readable by the helmsman at the main steering position.
Spare magnetic compasses should be stored upside down to avoid wear of the needle bearing.
The magnetic compass must be in good working order and the ship’s heading clearly displayed at the main
steering position. The binnacle lights must be operational. The compass must be provided with an azimuth
mirror or other means to take bearings.
Master and OOW should be aware that portable electrical equipment (e.g. radios and tape recorders) or items
made of steel can affect the performance of a compass and must ensure that such items are kept away from
the compass position.
A compass deviation card should be prepared each time the compass is adjusted. Separate deviation cards
should be prepared for the standard compass and the transmitting magnetic compass repeater, if fitted.
The Navigation Officer is responsible for care of the magnetic compasses.
If assistance is required for the adjustment of magnetic compasses, the Master, when the permission from
Company office is received, has to request the services of a compass adjuster as soon as practicable.
Particular attention should be given to the condition of the magnetic compasses after extensive repairs or
when the vessel has been on one heading for a considerable period of time.
5.2 Changes in Vessel’s Magnetism
A new vessel’s magnetism can be particularly unstable. The same is true following major structural repairs
or modifications. Therefore, the performance of magnetic compasses must be monitored carefully during the
vessel’s early life and after repairs or modifications are completed to determine if the compass requires
adjustment.
The performance of magnetic compasses must be checked particularly:

• when carrying and after discharging cargoes that have magnetic properties;
• after electromagnetic lifting appliances are used for cargo loading or discharging;
Chapter: 6
• following a casualty in which the vessel has been subject to severe contact or electrical charge, such
as a lightning strike; or
• after the vessel has been laid up or lying idle, since even a short period of idleness can affect the
deviation.
The retentive magnetic field induced by electromagnetic lifting appliances can alter a vessel’s magnetism,
making compasses unreliable. However, a large amount of the magnetism induced by electromagnetic
equipment may subsequently decay. Therefore, immediate readjustment is not advised until the residual
deviation of the compass has been determined.
5.3 Monitoring Compass Deviation
Magnetic compass error and deviation should be determined at least once a watch while the vessel is at sea
and, when possible, after any major alteration of course. The observed deviation should be recorded in a
compass error book and compared with the residual deviation recorded in the deviation card. The deviations
recorded in the compass error book should broadly agree with the deviation card (discrepancies should be
within 2°). Checking the compass deviation regularly may show the need for repair, testing or adjustment.
An entry should be made in the compass error book when a vessel enters and leaves dry dock.
5.4 Compass Adjustments and Repairs
All magnetic compasses must be swung and adjusted:

• at least every two years;
• after dry docking; or
• after significant structural work.
In addition, magnetic compasses must be adjusted when:

• they are first installed;
• they become unreliable (meaning after an accident);
• the recorded deviations are excessive:
− residual deviation exceeds the allowed limit of 3°;
− the observed deviation disagree with the residual deviation for more than 2°;
• the compass shows physical defects;
• repairs or structural alterations have been made to the ship that could affect its permanent and / or
induced magnetism;
• electrical or magnetic equipment close to the compass is installed, removed, or altered;
• after one year from when the compass was last adjusted if the required record of compass deviations
has not been properly maintained;
• when deemed necessary by the Master for the safety of navigation.
All compass adjustments, including those using remote services, must be carried out by a qualified compass
adjuster. When this adjuster is not available, the ship’s Master may carry out this work in case of an
emergency.
The date of any adjustment and other details should be noted in the compass error book. Such details should
include the position of all compass correctors as well as the vessel’s position and sea conditions when the
adjustments were made.
Chapter: 6
A compass deviation card should be prepared each time the compass is adjusted. Separate deviation cards
should be prepared for the standard compass and the transmitting magnetic compass repeater, if fitted, by
comparing headings.
Repairs should only be made by the compass manufacturer or other competent person or company using
proper test facilities. When the work is finished the repairer should supply the Company or Master with a
certificate specifying the date the work was done and the applicable standards.
6. Gyro Compass
Gyro equipment shall be used and serviced strictly in accordance with the manufacturer's instructions. The
master gyrocompass is to be left operating unless there is cause to secure it. If secured, it is to be started in
sufficient time to permit settling on the meridian before getting underway.
Navigation officer is responsible for the operation and maintenance of the gyro compass and related
equipment. He should ensure that gyro maintenance records are being kept to confirm that the gyro is
operating satisfactorily and that:
• the speed and latitude corrections are properly applied;
• each of the gyro repeaters, including those that may be fitted in the emergency steering position and
the engine control room are synchronised.
Where two gyros are fitted, a change-over device must be fitted and change-over procedures must be posted.
A gyro compass error should be determined at least once a watch while the vessel is at sea and, when
possible, after any major alteration of course. The observed error should be recorded in a compass deviation
book.
The error of the gyro should be determined by external observations – celestial bearings, transits etc. and the
gyro and magnetic compass headings then compared to determine the magnetic compass error. Where a gyro
repeater is used to take a bearing, an accurate comparison between the repeater and the master gyro should
be made.
A comparison between the magnetic and gyro headings should be made at each substantial course alteration
and once each watch. Details must be recorded in the Deck Log Book.
The master gyro, repeaters and course recorders are to be synchronized and checked before getting
underway.
Any malfunction in the gyro equipment is to be immediately reported to the Master, as well as being noted
in the deck logbook. Strict attention is to be paid to the compass checking procedures specified in
corresponding instructions.
7. Course Recorder
Course recorders are to be operated on Greenwich Mean Time (GMT) and will be kept in operation
whenever the vessel is underway or at anchor.
Any course recorder failure must be immediately noted in the deck logbook and reported to the Master.
Chapter: 6
Roll notations and retention
The following notations shall be made and initialled on the course recorder chart roll:
• Each day the ship's noon position, whether by fix or dead reckoning, together with the date and a
notation that the recorder clock and settings have been checked.
• Important deviations from the ship's course as planned by the master, as made to avoid traffic,
navigation hazards or emergency situations.
• Other important data, such as the time when passing headlands and lights when coasting. Used
course recorder rolls are to be stored aboard for 6 months. If removed prior to this, a record is to be
kept of their removal, disposition, and return.
In case of an accident to the vessel, the entire course recorder roll shall be removed from the recorder even if
only partly used, properly identified with the ship's name and date in ink, signed by the Master, and the
officers on watch at the time of the accident, and shall be retained on board pending instructions from the
Company office.
8. Automatic Pilot
The autopilot can either be operated

• independently; or
• controlled by a navigation system (automatic track keeping), if fitted.
When operated as an independent system, the course to steer will need to be set manually on the autopilot
and the autopilot will steer that course until a new course is entered. When linked to IBS, the autopilot will
be able to receive cross track error information and track-keep automatically.
When in operation, an autopilot performance should always be monitored closely by OOW.
Simple operating instructions with a block diagram showing the change-over procedures for remote control
systems and steering gear power units shall be permanently displayed on the navigation bridge and in the
steering gear compartment.
9. Off-course Alarm
As part of the steering control system, there should be an off-course alarm facility to warn the OOW when
the ship deviates excessively from its course.
The alarm should be in use at all times when the autopilot is in operation. The settings of Off-course Alarm
should be defined by Master and recorded in Master Standing Orders.
The use of the off-course alarm does not relieve the OOW from frequently checking the course that is being
steered.
Non-activation of the off-course alarm will not always mean that the ship is maintaining its planned track.
The ship may be moved off its track by wind and currents even though the heading remains unchanged.
Chapter: 6
10. Radar/ ARPA

10.1 General
Ships of 10,000 GT and upwards shall be fitted with 2 radars, each being capable of being operated
independently of the other and one of which must be capable of operating in the 9 GHz (3 cm, „X‟ band).
The second radar usually is capable of operating in the 3 GHz (10 cm, ‘S’ band).
It is the Company’s policy that radars should be upgraded whenever appropriate and changed at least every
15 years to ensure effectiveness of this essential navigational equipment.
To ensure reliability of radars the Company has entered into agreement with professional radar service
provider in order to:
• provide service for annual check of radars;
• make judgement of whether consumable parts like magnetron, motor or fans needs replacement
based on actual performance as a supplement to the recommended running hours from manufacturer;
• assist to judge the state of the radars, and keep radars operating at optimal performance, evaluate
radar effectiveness tests regularly carried out by the OOW.
Planned replacement of radar magnetrons is set for every 12 months or in case of significant performance
degradation, whichever comes first.
Spare magnetron and motor for each type of radar should be kept on board for replacement by crew in case
of failure during the voyage according to instruction from the radar service provider.
Ship must be equipped with ARPA, or other means, to plot automatically the range and bearing of at least 20
other targets, connected to a device to indicate speed and distance through the water, to determine collision
risks and simulate a trial manoeuvre.
Every vessel shall at all times proceed at a safe speed as required by COLREG. The use of radar does not
license a vessel to proceed at speeds immoderate for the circumstances or to neglect to keep a proper
lockout.
When the vessel is underway, radar/ARPA equipment is to be in operation and should be connected to
VDR. During those periods where radar transmission must be secured for equipment maintenance or for
personnel safety, shutdowns are to be made only with the Master's authorization and following due
consideration of the circumstances (visibility, traffic, etc.). Such work is normally to be scheduled in port.
Radar/ARPA equipment must be operating whenever

• visibility is “deteriorating”;
• the Master orders Bridge Steaming Watch II;
• when making landfall;
• underway in inland waters;
• in darkness conditions;
• the Master or OOW considers it advisable.
Chapter: 6
10.2 Choice of Operating Mode
Due to the numerous inherent advantages, it is recommended that the north stabilized radar and ARPA
presentation be utilized as the primary operating mode.
The use of True Motion mode may be desirable in confined waterways when shore and channel boundaries
become a major factor in vessel traffic interaction.
Master and OOW should give due consideration to the prevailing circumstances and the features of the
particular installed equipment when making the decision as to which mode to use.
10.3 Radar Plotting, ARPA
OOWs must be proficient in the operation of the Automatic Radar Plotting Aid (ARPA) equipment. They
must fully appreciate the value of information acquired from the ARPA and be capable of utilizing that
information to the most prudent advantage.
The use of ARPA equipment does not relieve OOW of the obligation to maintain manual plotting skills.
Such plotting should be done at regular intervals to enhance and maintain proficiency as well as for the
verification of ARPA performance.
In using ARPA equipment, caution is to be taken that own ship heading and speed through the water is
maintained current at all times to preclude the generation of erroneous information.
If automatic input is not operational, own course and speed through the water shall be entered and updated
when changed manually.
The accuracy of ARPA equipment and other methods should be verified by crosschecking, by visual
observations, and with course/speed information given by other vessels.
Whenever plotting in multi-target situations, priority for getting maximum information should be first aimed
toward closing contacts nearby, and then aimed toward contacts further away which do not show significant
compass bearing change.
If radar blind sectors exist, all OOWs must be aware of them and know how to weave the ship so as to radar
searches those sectors.
The CPA (Closest Point of Approach), TCPA (Time to Closest Point of Approach), BCR (Bow Crossing
Range), BCT (Bow Crossing Time) alarms should be switched on and adjusted as necessary to the prevailing
navigational situation and Master’s Standing Orders remembering that the distance from the radar scanner to
the bow may be considerable and affect BCR/ BCT accordingly.
Master’s Standing Orders should define the minimum acceptable CPA and BCR. While 2 miles CPA is
generally accepted for open sea conditions, the BCR should be at least 3 miles.
OOW must anticipate unexpected manoeuvres from other ships, as well as manoeuvres of other vessels
made simultaneously with those of their own vessel. Making advance mental preparation for courses of
action to take in such cases should be a matter of routine for the OOW.
Chapter: 6
10.4 Choice of Wave Length
The OOW should be familiar with the differences between X and S-band radars, and be aware that the X-
band radar is capable of operating in the 9 Ghz frequency band for the detection of search and rescue
transponder (SART) devices.
Although under optimal conditions X-band radar can provide finer bearing discrimination and a ”sharper”
picture, S-band radar is far less affected by disturbances that reduce radar performance such as rain, fog,
snow and sea. When sea clutter is heavy, S-band radar may be preferable to X-band for short range search.
Generally, X-band radar should be used for navigation purposes and for short range search and the S-band
radar operated at the same time on long-range search.
Many “Racon” beacons operate on the 3 cm band and their transmissions will not therefore be detected on
S-band radars.
10.5 Radar Performance and Maintenance
Proper logs are to be kept of radar/ARPA performance and maintenance. A well-kept log provides data
against which general performance and technical servicing can be judged.
Heading flasher alignment and radar bearings should be checked frequently against visual bearings and the
data recorder in the radar maintenance log and in the deck logbook.
Radar shall be repaired and maintained in accordance with the principles and manufacturer's instructions.
Before anyone goes up the radar mast the radar must be turned off, the fuses/breakers pulled, and a notice
posted at the radar console to indicate that men are aloft. The radar must not be switched on, the notice must
not be removed and the fuses/breakers must not be closed until all personnel have descended from the radar
mast.
10.6 Radar Effectiveness Test
Effectiveness of the radar(s) as measured by the performance monitor(s) according to manufacturer’s

instructions should be checked by the OOW at the end of each watch whenever the radar(s) are operational
to ensure that optimal efficiency is being maintained.
A numeric, percentage, graphical, or other measurement value from the performance monitor (PM) of each
radar should be recorded by the OOW at the end of each watch. The OOW must also be familiar with the
minimum allowable value of the PM reading stated by the manufacturer and compare the actual reading to it
every time the PM test is being done.
The information about the minimum allowable value of the PM reading can normally be found in the
User/Technical Manual of the relevant radar. It is recommended that this value is recorded in the Radar
Observation Log Book for easy reference.
In case the actual reading is found to be less than the minimum allowable value, corrective action should be
taken in line with the manufacturer’s recommendations.
Chapter: 6
10.7 Checks and General Operating Hints
• When single radar is in use and is on short range search, larger scales should be viewed periodically
to detect possible threats.
• The heading marker must be kept synchronized with the gyro heading. In addition, radar target
bearings should be cross-checked visually from time to time as possible.
• Parallel index techniques must be employed whenever possible.
• The centre spot must be kept correctly adjusted in the centre of the scope, except when operating in
an offset mode.
• The variable range marker should be occasionally cross-checked against the fixed range rings.
11. VHF Bridge Radio

The bridge VHF radio must be operating and properly monitored when the vessel is underway or at anchor.
For the services required a proper VHF radiotelephone log is to be kept. The Navigation Officer is
responsible for the care and maintenance of this equipment, and for the administration of any charges
associated with its use.
Although VHF at sea makes an important contribution to navigation safety, its misuse causes serious
interference and, in itself, becomes a danger to safety at sea.
VHF apparatus must be used in accordance with the International Telecommunications Union’s (ITU) Radio
Regulations which specifically prescribe that:
• Channel 16 may only be used for distress, urgency and very brief safety communications and for
calling to establish other communications which should then be concluded on a suitable working
channel;
• Channel 70 may only be used for Digital Selective Calling not oral communication;
• On VHF channels allocated to port operations or ship movement services such as VTS, the only
messages permitted are restricted to those relating to operational handling, the movement and the
safety of ships and to the safety of persons;
• All signals must be preceded by an identification, for example the vessel’s name or call sign;
• The service of every VHF radio telephone station must be controlled by an operator holding a
certificate issued or recognised by the station’s controlling administration.
Although the use of VHF radio may be justified on occasion as a collision avoidance aid, the provisions of
the COLREG should remain uppermost and decisions should be taken based primarily on visual and/or radar
information.
On tankers fixed VHF equipment should be switched off or on low transmission power (1 watt or less) in
port unless the Master, in consultation with the terminal representative, has established the conditions under
which the installation may be used safely.
12. Portable Walkie-talkie Radios

The Navigation Officer is responsible for the maintenance of the intrinsically safe portable VHF/UHF radio
equipment. The VHF/UHF sets and spare batteries are to be kept fully charged. It is the responsibility of
each officer to look after the set he is using and report any defects to the Navigation Officer
Chapter: 6
13. Electronic Position Fixing Systems

Masters and navigating officers are expected to make full and proper use of the GPS and other similar
systems. This will require familiarity with the operating procedures for each equipment installed. Separate
performance/ repair history logs are to be maintained for each equipment.
The accuracy of the navigation systems is to be periodically checked by using positions of known accuracy
and the results are to be entered in the performance and deck logbooks.
The electronic navigation systems are to be left operating continuously whenever possible and they are to be
checked for function and accuracy prior to sailing.
Navigators should take into account that accuracy of positions using GPS can be affected, amongst other
things, by differences in datums, solar activity and powerful radar or radio transmissions, including
deliberate jamming. Discrepancies in charted positions of obstructions can also introduce significant
differences between GPS derived positions and more traditional methods.
GPS is referenced to WGS84 and it is recommended that the GPS receiver is maintained referenced to that
datum. For details of possible errors in GPS-derived positions refer to DPM-02.04, Sec. 6.7).
14. Speed and Distance Measuring Log

The ship must be fitted with a speed and distance measuring device to indicate speed and distance through
the water. If the device is not operational, speed input to the ARPA must be manual.
Speed logs, depending upon their type, will provide either measurements of speed through the water or
speed over the ground.
Speed through the water is used for radar collision avoidance and speed over the ground is used for
navigation. Caution should be exercised if speed over the ground is used for collision avoidance, as
differences can arise in the aspect of a target and its vector due to strong cross tides. Speed made good can
also be measured on ships and presents the speed that the ship has achieved over a period of time. Speed
made good is calculated and transmitted by electronic position-fixing systems.
As well as indicating ship’s speed, log records and display distance travelled. Log distances should be used
at dead reckoning, making due allowance for determined log errors.
15. Echo Sounder and Hand Lead

The Navigation officer is responsible for the care of the echo sounder, shallow water indicators and hand
lead.
The echo sounder recorder should be switched on when making a landfall, prior to each approach to shallow
water and port entry and prior to departure, and remain in operation while in shallow waters. The date and
time of switching on should be marked on the recorder chart.
Use of an echo sounder as a safety barrier can be very effective but relies on seabed contours that would
show reducing soundings in sufficient time to react. Echo sounder to be programmed in DBK (Depth Below
Keel) mode to avoid confusion. The depth of water should be checked from the echo sounder as a matter of
Chapter: 6
routine to see that the depth obtained matches with that show on the chart. In addition, the date and time of
passing significant land or seamarks should be marked on the recorder.
If the echo sounder is fitted with a shallow water alarm, the alarm must be set to an appropriate safe depth to
warn of approaching shallow water and/or unsafe depth. In shallow waters the alarm should be set to value
of depth equal to minimum excepted UKC during certain part of the passage (e.g. leaving/ entering port, sea/
river passage) as appropriate, or to minimum value restricted by equipment. Echo sounder shallow water
alarm settings and change of the same should be recorded in Passage Plan and followed accordingly.
Many modern electronic echo sounders have an in-built 24-hour memory which can be recalled. If an
electronic memory is not provided, the echo sounder should be provided with a printed record.
The accuracy of echo sounder and shallow water indicators should be regularly checked against charted
depths or the hand lead line when the opportunity arises while the vessel is at anchor. Performance of the
echo sounder should be tested and corrections for readings defined on all ranges and scales.
Echo Sounder Corrections Table showing defined corrections should be placed close to the echo sounder
recorder/ indicator containing the following information:
• Measuring Range/Scale
• Defined Correction
• Method of Defining the Correction (e.g. comparison with charted depth or hand lead)
• Date of Checking
Corrections to the echo sounder readings should be determined at each opportunity and at least every 6
months. Results of the measurements and comparisons of readings should be recorded in the Deck Logbook
and Echo Sounder Corrections Table updated accordingly.
The echo sounder must be backed up by carrying a hand lead (lead line). A lead line can be used to:
• act as a reserve if the echo sounder fails;
• sound around the vessel at mooring to make sure there is an adequate depth;
• sounding the depth around the stranded vessel to ascertain the ship condition;
• check the calibration of the echo sounder.
16. Automatic Identification System (AIS)

16.1 General
The purpose of AIS is to help identify vessels; assist in target tracking; simplify information exchange (e.g.
reduce verbal mandatory ship reporting); and provide additional information to assist situation awareness. In
general, data received via AIS will improve the quality of the information available to the OOW.
However, not all vessels carry AIS and OOW should be aware that other ships, in particular leisure craft,
fishing boats and warships, might not be displayed on AIS.
It is also important that the AIS is operated correctly and watchkeepers are familiar with the equipment,
including how to check that all information being transmitted by AIS is both accurate and updated. Poor
quality broadcast data can significantly reduce the potential value of the system.
Chapter: 6
If the AIS is not interfaced with either a radar or electronic chart display, it should be positioned adjacent to
one of them.
AIS must always be in operation when ship is underway or at anchor. The OOW should manually input the
required data at the start of the voyage and whenever changes occur, using an input device such as a
keyboard.
If the Master believes that the certain data of AIS might compromise the security of his ship in piracy prone
areas, then the AIS must be left on but the amount of information should be restricted to ship’s identity, type,
position, course, speed, navigational status and other safety-related information which may be of use to the
naval forces in the event of an attack. Actions of this nature should always be recorded in the ship’s logbook
together with the reason for doing so.
16.2 Disabling or Manipulating the AIS
Disabling or manipulating the AIS has been recognized internationally as a major “red flag” for illicit
activity. Vessels engaged in illicit activities may intentionally disable their AIS transponders or manipulate
the data transmitted in order to mask their movements. The practice of manipulating AIS data, referred to as
“spoofing,” allows ships to broadcast a different name, IMO Number, MMSI, or other identifying
information. This tactic can also conceal a vessel’s next port of call or other information regarding its
voyage.
As the AIS manipulation and/ or disruption may indicate potential illicit or sanctionable activities, all
maritime industry participants, including flag registries, are encouraged to promote continuous broadcasting
of AIS throughout the life of the transaction, consistent with SOLAS, especially in those areas determined to
pose a high risk for sanctions evasion.
Additionally, port state control and vessel traffic services authorities are encouraged to reiterate the
requirement to maintain AIS broadcasts to ships arriving in and leaving their jurisdictions. If a vessel cannot
account for its AIS history consistent with SOLAS, port authorities can consider investigating the underlying
activity to ensure that it is not sanctionable or otherwise illicit.
Oil Major Companies are implementing their due diligence and compliance programs to address “red flags”
and other anomalies that may indicate illicit or sanctionable behaviour. In particular, this may include:
• Continuously monitoring ships and ensuring that the AIS is continuously operated consistent with
SOLAS and not manipulated.
• Monitoring AIS transmissions of vessels, especially in the case of vessels capable of transporting
cargoes and that are susceptible to ship-to-ship transfers that are known to be used in the evasion of
sanctions.
• Emphasizing to clients that all ships will be monitored for AIS manipulation, and instances of AIS
disablement inconsistent with SOLAS will be investigated and reported.
• Identifying the vessels which, in the past two years, have a pattern of AIS manipulation not
consistent with SOLAS and terminate business relationships with clients that continue to use those
vessels.
• Assessing the AIS history of all new clients and refusing conduct business with vessels that have a
history of AIS manipulation not consistent with SOLAS.
• Adopting contractual language with clients, in the form of an “AIS switch-off” clause, allowing ship
owners, charterers and operators to terminate work with any clients that demonstrate a pattern of
multiple instances of AIS manipulation that is inconsistent with SOLAS.
Chapter: 6
Revealed instances of AIS manipulation or disablement inconsistent with SOLAS can lead to termination of
the contract, charter party, business with the Oil Major Company.
Owing to foregoing it is of paramount importance for the ship Master to ensure that:
• AIS is always in operation when ship is underway or at anchor;
• All data are correctly entered, updated and displayed by AIS;
• Any malfunction/ failure of the AIS is duly reported, recorded and rectified as soon as possible.
16.3 Use of AIS in Collision Avoidance Situations
The potential of AIS as an anti-collision device is recognized and AIS may be recommended as such a
device in due time.
Nevertheless, AIS information should not be used in collision avoidance decision making and the following
cautionary points should be borne in mind:
• Data from AIS can be false, OOW should not rely on AIS as the sole information system, but should
make use of all safety-relevant information available.
• AIS is an additional source of navigational information, it does not replace, but supports,
navigational systems such as radar target-tracking and VTS;
• the use of AIS does not negate the responsibility of the OOW to comply at all times with the
Collision Regulations.
16.4 Use of AIS on Tankers when Alongside Terminal and/ or Handling Cargo Operations
An AIS is required to be operating while a ship is underway and while at anchor. Some port authorities may
request that the AIS is kept on when a vessel is alongside. The AIS system operates on a VHF frequency and
transmits and receives information automatically, and the output power ranges between 2 watts and 12.5
watts. Automatic polling by another station (e.g. by port authority equipment or another ship) could cause
equipment to transmit at the higher (12.5 watt) level, even when it is set to low power (2 watts).
The size of the ship and its positioning at the terminal berth may present some risk of a VHF transmission
affecting the terminal control systems or infringing the terminal’s hazardous areas. In these circumstances,
the unit should be switched to low power (1 watt or less). Where this is not possible, the AIS should be
switched off or the aerial isolated and the AIS given a dummy load. Isolating the aerial preserves manually
input data that may be lost if the AIS was switched off. If it is switched off whilst alongside, it must be
reactivated upon leaving the berth. The use of AIS equipment may impact upon the security of the ship or
terminal at which it is berthed. In such circumstances, its use may be determined by the port authority,
depending on the security level within the port.
Where either or both ships involved in STS operations are required to have an AIS operating while under
way or at anchor, the AIS equipment should remain in use at all times including during STS operations. The
AIS equipment used for the AIS broadcasts need not be set to low power output during STS operations.
17. Voyage Data Recorder (VDR)
17.1 General
Like the black boxes carried on aircraft, voyage data recorders enable accident investigators to review
procedures and instructions in the moments before an incident and help to identify the cause of any accident.
The IMO requires the storage of specific voyage data for the last 12 hours on a survivable medium – Voyage
Data Recorder (VDR).
Chapter: 6
The VDR should continuously maintain sequential records of pre-selected data items relating to status and
output of the ship's equipment and command and control of the ship. The VDR should be installed in a
protective capsule that is brightly coloured and fitted with an appropriate device to aid location. It should be
entirely automatic in normal operation.
The VDR accepts and saves as digital data, such as

• Ship's instrumentation such as GPS & gyro
• Bridge area audio
• Radar Picture (and/or AIS data)
17.2 Data Storage
General VDR operating data:

• The VDR saves the last 12 hours of data in the capsule.
• A “save incident” pushbutton causes the last 12 hours data to be saved for later analysis.
• Five incidents or more can be saved in the MEU before the oldest one is overwritten.
• 12 hours or more of the latest data is saved in the capsule and also in the main electronics unit.
• When you need a copy of any data just plug in your computer to the LAN port and copy the files you
need.
• The VDR records without interruption during the copy-to-computer, save, or download process.
17.3 Maintenance
The voyage data recorder system, including all sensors, shall be subjected to an annual performance test. The
test shall be conducted by an approved testing or servicing facility to verify the accuracy, duration and
recoverability of the recorded data. In addition, tests and inspections shall be conducted to determine the
serviceability of all protective enclosures and devices fitted to aid location. A copy of the certificate of
compliance issued by the testing facility, stating the date of compliance and the applicable performance
standards, shall be retained on board the ship.
17.4 Preservation of VDR Information
Master and OOW must be fully familiar with the procedures for saving the VDR information.
In case of incident the Master must ensure that VDR information for 12 hours prior to incident has been
saved.
In the case of abandonment of a vessel during an emergency, Masters should, where time and other
responsibilities permit, take the necessary steps to preserve, copy and retain the VDR information until it can
be passed to the investigator.
18. Long-Range Identification and Tracking (LRIT)
The Long-Range Identification and Tracking (LRIT) system provides for the global identification and
tracking of ships. The obligations of ships to transmit LRIT information and the rights and obligations of
SOLAS Contracting Governments and of Search and rescue services to receive LRIT information are
established in SOLAS Convention.
Chapter: 6
The ship must be fitted with LRIT equipment and shall automatically transmit the following long-range
identification and tracking information:
• the identity of the ship (IMO number and name);
• the position of the ship (latitude and longitude); and
• the date and time of the position provided.
The shipborne equipment should be set to automatically transmit the ship’s LRIT information at 6-hour
intervals to the LRIT Data Centre identified by the Administration, unless the LRIT Data User requesting the
provision of LRIT information specifies a more frequent transmission interval.
Systems and equipment used to meet the requirements of LRIT shall be capable of being switched off on
board or be capable of ceasing the distribution of long-range identification and tracking information:
• where international agreements, rules or standards provide for the protection of navigational
information; or
• in exceptional circumstances and for the shortest duration possible where the operation is considered
by the Master to compromise the safety or security of the ship. In such a case, the Master shall
inform the Administration without undue delay and make an entry in the deck logbook setting out the
reasons for the decision and indicating the period during which the system or equipment was
switched off.
Masters of ships shall request without undue delay authorization from the Administration to reduce or
terminate the transmission of LRIT information before doing so. The Administration shall issue instructions
to the Master as to whether he/she is granted authorization and, if so, under what circumstances and how
they are to reduce the frequency of transmission of LRIT information or to temporarily stop the transmission
of such information.
Masters shall make an entry in the deck logbook indicating the dates and times between which:
• the shipborne equipment is authorized to be switched off or the distribution of LRIT information
ceased, where international agreements, rules or standards provide for the protection of navigational
information; and
• the frequency of transmission of LRIT information is authorized to be reduced or temporarily
stopped, for example, when a ship is, undergoing repairs, modifications or conversions in drydock,
standing by in port for extended periods awaiting berth or charter orders or is going into a hot lay-up
or cold lay-up for a long period.
Ship’s Master shall ensure that

• LRIT equipment has valid Conformance test report;
• all navigators are familiar with essential shipboard operational procedures relating to LRIT;
• the ship transmits LRIT information as required;
• proper records are entered in deck logbook when transmission of LRIT information is authorized to
be reduced or temporarily stopped.
LRIT system should be regularly checked for proper operation in accordance with manufacturers’
guidelines. LRIT system checking procedure should be posted close to the equipment.
19. NAVTEX Receiver

The ship shall be provided with a receiver capable of receiving international NAVTEX service broadcasts.
For general principles of NAVTEX services please refer to IMO NAVTEX Manual and ALRS Vol.5.
Chapter: 6
The NAVTEX system broadcasts coastal warnings which cover the area from the fairway buoy out to about
250 miles from the transmitter, or occasionally up to 400 miles in unusual propagation conditions.
Each NAVTEX message begins with ZCZC, followed by a space and four characters. The first, B1,
identifies the transmitting station, the second, B2, the subject (i.e. navigation warning, weather forecast, gale
warning, distress alert, etc.) and the third and fourth the consecutive number of the message from that
station.
OOW has to ensure that NAVTEX is programmed to the stations for the area in which the vessel is sailing
and to the type of B2 messages which are required to be received. Message types A, B and D are mandatory,
but it is recommended that the receiver be programmed to receive most types. All OOWs must monitor
NAVTEX and other radio aids providing navigational warnings. All warnings received during their watch
are to be checked and marked on ECDIS where appropriate. These navigational warnings are to be left on
the chart table for the Navigational Officer to check and file.
The Master is to be advised immediately of any navigational warnings received that affect the immediate
route of the vessel.
File with NAVTEX messages must be kept by Navigational Officer and segregated by the Areas in
accordance with NAVTEX Allocation of transmitter identification characteristics by the IMO within
NAVAREAS or the World Wide Navigational Warning Services. Obsolete/cancelled messages must be
removed from the file and deleted from ECDIS.
20. EGC Service (Inmarsat C)

EGC service is a part of the GMDSS system for the transmission of maritime safety information (MSI) in
areas where the NAVTEX service is not available. These messages could be e.g. Navigational warnings,
Meteorological warnings, Meteorological forecasts and Search And Rescue messages. The EGC service uses
the Inmarsat C system for broadcasting these messages. The Enhanced Group Call (EGC) service is used for
the transmission of messages to a group of ships or to ships in a specified area via the Inmarsat satellites.
Under the WWNWS the world's oceans are divided into 21 geographical sea areas, called NAVAREAs
(NAVigational AREAs).
NAVAREA warnings are issued by a NAVAREA coordinator and include information required by ocean-
going mariners for safe navigation. They are principally affecting main shipping routes and offshore areas
within GMDSS Sea Area A3, so they are not broadcast via the NAVTEX system but via EGC service
(Inmarsat C) and/or HF NBDP.
All OOWs during their watch duties must monitor NAVAREA messages. All received warnings must be
checked by OOW and, where required, manually marked on the ECDIS. Processed navigational warnings
are to be left for the Navigational Officer to file in appropriate Folder. Folder for NAVAREA warnings must
be adequately kept by Navigational officer, segregated by the Areas in accordance with World Wide
Navigational Warning Services. Obsolete/cancelled messages must be removed from the file and deleted
from the ECDIS.
The Master is to be advised immediately of any received navigational warnings that affect the immediate
route of the vessel.
Chapter: 6
21. Flags and Signalling Equipment

The Navigation officer is responsible for care of the vessel's visual signalling equipment, distress lights and
pyrotechnics. At least one full set of international code flags shall be on board at all times ready for
immediate use.
National ensigns, required for the trade in which the vessel is engaged, are to be kept on hand in good
condition.
The national ensign of the vessel's country of registry is to be flown from the stern or gaff from 08.00 to
sunset while in territorial waters. In certain waters it may be obligatory for the vessel's national ensign to be
flown day and night in which case such requirements shall be met.
When in foreign ports vessels shall fly the national ensign of the country in which the port is located at the
fore truck, in accordance with that country's regulations. If no regulation exists, it shall be displayed during
the same hours as the vessel's national ensign while the vessel is in port.
Soiled or torn flags should be replaced at the first opportunity.
International custom shall be followed with respect to dipping the ensign to naval vessels of all nationalities.
The ship shall be fitted with a daylight signalling lamp (Aldis lamp) to communicate by light during day and
night using an energy source of electrical power not solely dependent on the ship’s power supply. Aldis
lamp batteries shall be kept fully charged at all times and a supply of spare lamps shall be maintained on
board.
Ship must be fitted with a whistle and bell. Three balls, a cylinder and a diamond shape should be carried
aboard.
22. Searchlights and Flood Lights

The Navigation officer shall be responsible for the care of the ship's searchlights. They shall be tested at
frequent intervals to ensure their readiness for immediate use.
Deck flood lights are to be tested regularly and operated as necessary to dry out.
Deck flood lights shall not be covered due to fire hazard.
23. Binoculars
The Navigation officer is responsible for the care of the ship's binoculars.
At least two pair of binoculars are to be kept on the bridge in good condition at all times while the vessel is
underway.
Binoculars are not to be opened by vessel personnel. If internal cleaning or adjustment is necessary, they are
to be sent to a reputable instrument maker or exchanged through the Company office.
Chapter: 6
24. Chronometers
The Navigation officer is responsible for the care of the ship's chronometers. Manual chronometers shall be
wound with extreme care at the same time each day. Batteries of quartz chronometers are to be changed at
the manufacturers recommended intervals. Chronometers are to be serviced in accordance with
manufacturer's recommendations.
Chronometers shall be kept on Greenwich Mean Time (GMT).
Each chronometer shall be compared with time signals daily and the error on Greenwich Mean Time (GMT)
determined and entered in the chronometer rate book. When time checks cannot be obtained for any reason,
the error shall be calculated and noted accordingly.
25. Ships’ Clocks

The Navigation Officer is responsible for the winding, setting and care of all ship's clocks except those in
machinery spaces.
Clocks on the bridge and in the engine room shall be synchronized at noon each day and also prior to getting
underway and at the end of sea passage.
26. Pyrotechnics and Distress Signals
Pyrotechnics and Distress Signals shall be always maintained in good condition according to the appropriate
standards.
Out of date line throwing rockets and pyrotechnic distress signals shall never be used for practice purposes.
27. Meteorological Instruments

The Navigation officer is responsible for the care of all meteorological instruments and hydrometers.
Barometer accuracy shall be checked at least every two years against known standards.
28. Sextants
The Navigation Officer is responsible for maintaining sextants in good working order and ensuring that they
are sent ashore for maintenance when necessary.
29. Testing Prior to Getting Underway

About one hour before ship’s sailing the Navigation Officer shall test all the navigation and communications
equipment.
Electronic Chart Display and Information System Approved by: Aleksejs Sidorenko
Chapter: 7
ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM (ECDIS)
1. Objectives
The objective of this procedure is to provide instructions to the Masters, Navigating Officers and other
Company responsible staff for using of ECDIS as a primary mode of navigation.
ECDIS is the primary means of navigation on all Company ships.
2. Requirements
2.1 General
Electronic Chart Display and Information System (ECDIS) means a navigation information system which
with adequate back-up arrangements can be accepted as complying with the up-to-date chart required by
regulations V/19 and V/27 of the 1974 SOLAS Convention, as amended, by displaying selected information
from a system electronic navigational chart (SENC) with positional information from navigation sensors to
assist the mariner in route planning and route monitoring, and if required display additional navigation-
related information.
As an ECDIS is a computer-based system it must be protected by a UPS (uninterruptible power supply)

capable of handling a 45 second blackout during a switch from the vessel’s main to back-up power source
without rebooting (it shall not require the equipment to be manually re-initialized).
Subject to additional requirements of the Flag State, if any prevalent, the ship shall not be required to
maintain a set of paper charts on board provided that the ship is complying with the following:
• ECDIS (including secondary ECDIS) complies with required performance standards and is approved
by the Flag State;
• trading areas covered by approved ENC charts; and
• navigating officers operating the ECDIS are adequately trained.
ECDIS in operation comprises hardware, software and data. It is important for the safety of navigation that
the application software within the ECDIS works fully in accordance with Performance Standards and is
capable of displaying all relevant digital information contained within the ENC.
This need for safe navigation requires that the manufacturers should provide a mechanism to ensure software
maintenance arrangement are adequate. This is achieved through the provision of software version
information using website and regularly monitored by Communication and Navigation Engineer.
Some Coastal States may have their specific requirements regarding the use of ECDIS and/ or RCDS in
their waters. Master should be aware and comply with these requirements.
2.2 ECDIS Performance Standards
ECDIS performance standards have been adopted by the IMO and in turn refer to the International
Hydrographic Organization (IHO) Standards that govern the transfer and presentation of the chart
information used in ECDIS.
Chapter: 7
Any ECDIS which is not upgraded to be compatible with the latest version of the IHO ENC Product
Specification or the Presentation Library may be unable to correctly display the latest charted features.
Additionally, the appropriate alarms and indications may not be activated even though the features have
been included in the ENC. Similarly, any ECDIS which is not updated to be fully compliant with the latest
version of the IHO Data Protection Standard may fail to decrypt or to properly authenticate some ENCs,
leading to failure to load or install. An up-to-date list of all the relevant IHO standards relating to ECDIS
equipment can be accessed from the IHO website (www.iho.int).
2.3 Navigational Charts
ECDIS must use official ENC data (Vectorised Electronic Navigational Charts), which must be supplied by
or authorized by a National Hydrographic Office. Such ENC data must be corrected weekly. ENCs meet
SOLAS chart carriage requirements when they are kept up-to-date and used on a type-approved ECDIS with
an adequate back-up arrangement. A vector chart is a database, where different objects are encoded. Chart
software may sort these objects in categories and display them in layers.
ECDIS equipment having Raster Chart Display System (RCDS) capability may operate as a primary aid to
navigation in the RCDS mode. Such charts must also be corrected on a weekly basis. When ECDIS
equipment is used in RCDS mode, it must be used in conjunction with an appropriate folio of paper charts.
The definition of “appropriate” is to be decided by Flag State administration.
The International Hydrographic Organization (IHO) provides an online chart catalogue that details the
coverage of Electronic Navigational Charts (ENC) and Raster Navigational Charts (RNC) (where they exist
and where there is not yet ENC coverage) together with references to coastal State guidance on any
requirements for paper charts (where this has been provided). The catalogue also provides links to IHO
Member States’ websites where additional information may be found. The IHO online chart catalogue can
be accessed from the IHO website at: www.iho.int.
Bearing in mind that a worldwide ECDIS portfolio of ENC coverage has not yet been achieved, some Flag
State administrations require that an appropriate portfolio of back-up paper charts is onboard and ready for
use. The backup portfolio should be of sufficient number and scale to ensure safe navigation to a port of safe
refuge should electronic chart navigation become impossible.
Some Coastal States may have specific requirements for updated paper chart carriage, these details are
included in a worldwide database maintained by the IHO. Consideration should be given to the details
contained in this database when determining the content of the required portfolio of paper charts. Depending
from trading area of the vessel paper charts covering areas where ENCs are not available may be required.
These charts should be kept up-to-date.
2.4 ECDIS Training
2.4.1 General ECDIS Training Requirements
In order to reduce the potential for ECDIS-related marine casualties, Masters and Navigation Watch
Officers on ships using ECDIS as a primary mode of navigation must be properly trained in accordance with
the following program:
• Generic ECDIS shore-based training based on the IMO Model Course.
• Type specific (ship specific equipment) ECDIS training based on manufacturers’ approved program.
• Onboard familiarization with ECDIS – training of deck officers under Master’s authority aboard the
ship.
Chapter: 7
All navigators should be familiar with the relevant international guides, such as
• Admiralty Guide to the Practical Use of ENCs (NP 231) Ed.3;
• Admiralty Guide to ECDIS Implementation, Policy and Procedures (NP 232);
• Admiralty Guide to ENS Symbols Used in ECDIS (NP 5012).
2.4.2 Generic ECDIS Training
Generic training is by far the most important in the transition from paper charts to electronic charts. The
trainee must fully understand the functionality of the ECDIS environment and generic training will make
them alert to the overall constraints of ECDIS and its supporting systems. All navigational officers onboard
ECDIS fitted vessels must have this STCW compliant ECDIS generic training.
2.4.3 Type Specific ECDIS Training
Only after generic training navigator is able to proceed to type specific training i.e. where all the functions
are accessed. Type specific training enables the trainee to become familiar with the layout, menus and
functions of the particular system in use on board ship. The ECDIS ship specific equipment training should
relate to the make and model of the equipment fitted of the ship on which they are currently serving i.e. it
will be necessary to attend a training course for each different system a Master or navigation officer is
expected to operate. This training should be delivered by the manufacturer, the manufacturer approved agent
or a trainer who has attended such a programme. Trickle down training (i.e. one officer training another) is
not acceptable as, inevitably, it leads to incomplete knowledge of the equipment capabilities, and especially
the lesser used functions, being passed on.
2.4.4 Onboard Familiarization with ECDIS
Finally, in result of diligent onboard familiarization ECDIS operators should become entirely conversant
with the equipment and ECDIS operation procedures according to onboard safety management system
requirements. Even sisterships may have significant differences in equipment fitted on the modern bridge,
even being exactly the same manufacturer, the components may differ in connections. Users should be
familiar with operation of main functions and also should seek answer to unknown, understand principles, be
familiar with alarms and warnings given by system in case of such failure.
An important aspect of onboard familiarisation is understanding the integration of ECDIS to other

navigation systems including sensors, back-up systems and emergency power supply. This is likely to be
vessel-specific so ensuring the information is available when required is a key consideration. The installation
may be presented in a simplified line drawing (diagram showing a typical schematic layout of a bridge
systems) which is included in the bridge procedures.
Master shall ensure that all navigating officers are fully conversant with the functionality and effective use
of the ECDIS onboard according to manufacturers’ instructions and requirements of Company SMS, in
particular with
• available functions;
• menu structure;
• display setup;
• ENC symbology;
• setting of safety values;
• recognition of alarms and malfunction indicators and the actions to be taken;
• passage planning;
Chapter: 7
• passage monitoring;
• changing over to backup systems;
• loading charts and licenses;
• updating of software.
ECDIS Type-Specific Onboard Familiarization Checklist (form DPM-02.07.01) must be completed for all
on-signing Deck Officers during the handover period.
3. Use of ECDIS as Primary Mode of Navigation

3.1 Conditions for Use of ECDIS
If the ECDIS is used as primary mode of navigation, the Master must ensure that following conditions are
met:
• Documentation are readily available indicating that the ship’s navigation system complies with IMO
Performance Standards for ECDIS.
• Written SMS procedures and manufacturer operation manuals are available on board the vessel for
using the ECDIS system.
• The Master and watch-keeping officers are able to produce appropriate documentation that generic
and type-specific ECDIS familiarization has been undertaken.
• The ship is equipped with the latest updates and new editions of ENCs.
• The ship is equipped with additional nautical publications, including paper charts, as defined by the
Flag State.
• There is agreement between sensor data and its presentation on the ECDIS system.
• The ship is equipped with an approved back-up arrangement to ensure safe navigation for the entire
voyage, in the event of an ECDIS failure.
• The ship is equipped with an appropriate updated collection of paper charts, if the ECDIS system is
being used in RCDS mode.
3.2 Update and Maintenance of the ECDIS
The ECDIS must be maintained and operated in accordance with all manufacturers’ guidelines. No
unauthorized software/ hardware shall be used on the ECDIS units. A warning notice shall be affixed
to the ECDIS units stating the same.
There shall be an official Chart Supplier nominated by the Company to send out an updated list of available
approved ENSs to the ship at regular intervals. Chart Supplier should be able to provide the ship with details
of the latest ENC edition and update numbers in force. It is also possible to refer to traditional sources of
update information, such as Notices to Mariners for paper charts, to cross-check and verify that
corresponding ENC updates have been applied.
The chart suppliers will offer different updating procedures for the chart subscribers. It can be done by
connecting the system to the supplier’s server, by DVD/CD or by floppy disk. The corrections/ updates can
also be obtained via email and updates of the charts for the remaining part of the voyage should be
conducted every week. A request for updates has to be made in the ECDIS and sent to Chart Supplier, who
will send a file containing the updates which are to be uploaded into the ECDIS.
The following should be taken into account, if users who have previously subscribed to different ENC
service, but have decided to switch to a new service provider, should remove all ENC permits and data from
Chapter: 7
their ECDIS system before installing any ENC permits or data from the new ENC service provider. ECDIS
Operator's Manual should be consulted prior purging the system from previous service provider ENC
permits and data. If the system will not be purged properly, there may be difficulties installing the data from
a new service provider. In this case the system may continue to display the ENC data that was purchased
previously. This data will then become out of date and this may not be immediately apparent that this is out-
of-date, and so the OOW runs the risk of inadvertently navigating using unstable navigation information.
Updates should be stored separately from the ENC. The installation of the corrections/ updates must be
carried as soon as possible after receipt. The Log of the corrections/ updates can be checked using the
ECDIS review capability.
ECDIS correction log and chart update log as provided in NP 133C should be maintained by the
Navigational Officer.
Only Flag State approved electronic charts are to be used. The Licences and permits shall be valid for the
duration of the voyage otherwise all efforts shall be made to receive same from the supplier failing which
the Company is to be informed immediately. Permits and licences shall be backed up, such that they are
immediately available to the OOW/ Navigating Officer for re-installation should the need arise.
All ENC service providers should include a README.TXT file with their ENC exchange sets. An S-63
exchange set should include this file within the ENC_ROOT directory. This file, as a minimum, will include
general information provided by the ENC producers. However, it will often be supplemented with other
relevant information provided by the ENC service provider. These files often contain safety related
information, such as details of overlapping ENC data, any new examples of significant ECDIS display
anomalies, or details about ENC accuracy and datum issues.
A record should be maintained of all ENCs installed and all updates applied to each ECDIS terminal
(NP 133C).
Navigational warnings and NMs received on board should be logged, with the decisions and actions
taken in determining their impact on the Voyage Plan as appropriate (NP 133C). Also, the Company
form DPM-02.07.05 ECDIS Manual Correction Log can be used when appropriate.
Navigational warnings or NMs which are not included in the ENCs but which affect the current
Voyage Plan should be inserted as manual updates and set as alarm features if they affect safety.
Any Navigational warning or NM with area in force located within 60 miles from the ship’s planned route
must be plotted on ENCs. Other more remote Navigational warnings or NMs should be plotted at Master’s
discretion based on nature of the warning (man overboard, for example) and necessity to get and plot duly
the relevant warning for other areas in case the route is changed for any reason, including emergencies
(SAR operations or diverting to the port of refuge, for example).
Not all hydrographic offices as yet include T&P information in their ENCs. Information on this can be
found at: http://www.ukho.gov.uk/ENC-TP-NMs.
If the local country states that they include temporary information in the ENC – it’s not required to reference
to paper T&Ps, moreover most countries now include temporary information in their ENCs and it is
received as a normal ENC update or new edition.
Chapter: 7
At present the only comprehensive source for all T&P information is paper Notices to Mariners bulletins
from national hydrographic offices, providing local information or the global ADMIRALTY NMs weekly
bulletin, published by UKHO. However, it should be noted that UKHO only issue T&P NMs were these
affect paper charts within the ADMIRALTY series; for areas where there is no equivalent scale, the local
T&P NMs will need to be used.
ENC areas affected by T&P information are sometimes difficult to locate on the ECDIS display. To assist
the mariner in this respect the UKHO has produced the ADMIRALTY Information Overlay (AIO) to
display over ENCs that highlights all T&P notices within them.
The ADMIRALTY Information Overlay is a dataset designed to be displayed over ENCs and which
contains all ADMIRALTY T&P NMs and EPNMs.
The Overlay only carries information where appropriate ADMIRALTY paper chart coverage is available.
Where there is no corresponding paper chart coverage a No Overlay feature will be displayed. In these
areas, users should consult appropriate local sources of information.
It is mandatory that information that is relevant to the voyage is transferred from the AIO and
incorporated via manual updates to the ECDIS.
When plotting corrections or navigational warnings the following should be taken into account: user chart
objects and manual correction objects are not scale dependent, if the point object correction will be used as
manual correction it will be filtered (not displayed) at scale 1:600,000 when zoomed out, but area
corrections (polygons) will remain at any time.
In addition to T&P NMs, the UKHO makes available within AIO differences that it identifies between
Admiralty paper charts and the ENCs within AVCS; these are referred to as EPNMs. They can include
information on reported hazards to navigation, which have been incorporated into the admiralty paper chart
but not yet in appropriate ENC, as well as discrepancies between the paper chart and ENC which are in the
process of being resolved. The EPNM is designated to draw the mariner's attention to potential hazard; it
does not indicate which source is correct. EPNMs are allocated a unique EPNM number and included on the
AIO. They are displayed as a simple red polygon with red hatched fill which indicates the area affected.
Where there are no automatic updates received by the ECDIS via the NAVTEX or other radio warning
receivers, the navigational warnings are to be manually entered for the relevant passage. In any case
Navigational Warnings file (NAVAREA and NAVTEX) shall be maintained on all vessels. NAVTEX
messages are plotted on ENC by coordinates only, that is why it is crucial to incorporate via manual
updates (corrections) to the ECDIS all information from NAVTEX and NAVAREA messages.
NAVTEX and NAVAREA warnings should be plotted on all ENCs for intended voyage (for ENC
boundaries refer to Electronic Chart Catalogue).
On ships where the ECDIS is not directly linked to the NAVTEX, EGC receiver and/ or echo sounder,
the ECDIS units must be clearly marked so in order to avoid any misunderstanding.
The vessel’s folio of required charts should always be up to date before a voyage. Appropriate charts should
be ordered and installed on ECDIS onboard.
The availability of valid charts must be verified by the Master and the designated Navigation Officer not
later than 24 hours before departure. In case it is not possible to obtain the required ECDIS charts prior to
departure, a set of paper charts shall be procured locally.
Chapter: 7
3.3 Backup and Restore Procedures
Backup routines should be regularly carried out according to manufacturers’ instructions as the backup files
can be restored if the original files are damaged or lost.
3.4 Using of Electronic Charts
3.4.1 Chart Accuracy
Digital nautical chart data displayed possess inherent accuracy limitations because digital charts are
necessarily based primarily on paper charts, many of these limitations have migrated from the paper chart
into the electronic chart. Horizontal accuracy of the charts is not as accurate as the positioning system (GPS/
DGPS) available to mariners. As a result, some mariners have reported that when using an electronic chart
while moored alongside a pier, the vessel icon plots on top of the pier or out in the channel or transiting a
range that marks the centreline of a channel the vessel icon plots along the edge or even outside of the
channel.
A potential source of error is also related to the system configuration. All ECDIS enable the user to input the
vessel's dimensions and GPS antenna location. On larger vessels, the relative position of the GPS antenna
aboard the ship can be a source of significant error.
The Deck Officer responsible for voyage planning should consider the following factors when assessing
accuracy of the ENC and determine how these should be factored in to the execution and monitoring of the
Passage Plan:
• Survey accuracy - information about survey, such as date and survey method may be encoded using
the meta object Survey Reliability (M-SREL), which is similar to the survey source data diagram on
a paper chart. It is normally not displayed as an individual viewing group, but can be assessed
through the pick report;
• Compilation and data accuracy - the attribute Category of Zone of Confidence in data (CATZOC)
provides six different zones of confidence. The symbology for the display of CATZOC and the
definitions of the zones of confidence are provided in NP 231 and Annex II of this Manual;
• Horizontal accuracy - data from older surveys or copied from charts produced to a datum other than
WGS-84 may have considerable horizontal shifts that affect the use of GNSS positions. These are
explained in the ENC Notes and the README file;
• Specified Chart Accuracy – “1 mm error” (Accuracy of Cartographer) - originally base on human
limitations in manually plotting information on charts. accuracy of cartographer which can be found
in low right corner of ECDIS display. Specified accuracy for harbour, approach and coastal charts
requires that features plotted on a chart will be 1 mm (at chart scale) of actual position with respect to
the preferred datum at a 90 percent confidence level (symbol "┘'' at lower right corner of display).
3.4.2 Chart Symbology
The IMO Performance Standard requires that all IMO approved ECDIS follow the International
Hydrographic Organization (IHO) Colour & Symbol Specifications. These specifications are embodied in
the ECDIS Presentation Library. The Presentation Library includes a Chart 1, illustrating the symbology and
a waterway should look the same no matter which hydrographic office produced the ENC, and no matter
which manufacturer built the ECDIS.
Chapter: 7
The symbols for ECDIS are based on the familiar paper chart symbols (BA5011 Symbols and Abbreviations
used on Admiralty Charts), with some optional extras such as simplified buoy symbols that show up better at
night. Since the ECDIS can be customized to each ship's requirements, new symbols were added such as a
highlighted, mariner selectable, safety contour and a prominent isolated danger symbol.
All navigators should be well familiar with the Admiralty Guide to ENS Symbols Used in ECDIS (NP
5012).
ENCs have brought new symbols that must be learnt and understood by all navigators.
3.4.3 Display Mode
Vector charts can be layered, i.e. the navigator can decide what functions he needs for the particular section
of the voyage as the system contain far more functionality than is needed at particular situation.
It is essential that the system is set up correctly prior to executing the route or important information will not
be displayed. This relates to settings for display, data for the vessel itself and the configuration of alarms on
systems that allow it. For display purposes, the amount of information must be configured prior to executing
the route and for this purpose 3 types of display must be available for use with ENCs:
• Display Base,
• Standard Display; and
• All Other Information.
The Base display provides a minimal amount of information and represents data that cannot be removed
from the display. As such, the Base display does not provide enough information for safe navigation.
The Standard display incorporates the Base display plus additional features to provide a more appropriate
display for safe navigation.
The All Other display presents all layers of data and this sometimes provides too much information for
effective navigation. This is because the volume of data shown clutters the display making it difficult to see
safety critical information.
There is a danger that the navigator may be overloaded with information and some critical information may
even be obscured. It is therefore essential that prudent use of layering and de-layering techniques are used.
Some systems offer additional databases such as tidal curves and prediction data to aid in calculating HW,
LW, tidal heights and predicted TS. However, before committing to such databases, it is necessary to
consider where the data is from, whether it is official data and if or how it can be updated. Not all Flag
States approve data provided by ECDIS manufacturers, with some stating that only Admiralty Total Tide
(ATT) is acceptable.
Most manufacturers provide an extra display category, normally called “Custom” that allows the operator to
configure their display to incorporate information between Base and All Other. Some systems also allow the
saving of such displays so that the operator can customise displays for all environments such as Pilotage,
Coastal, Open Ocean, Anchoring, etc., selecting them as and when required. However, due to the sheer
volume of settings and configuration that is possible, it is recommended that check-off cards be produced to
cover all environments.
Chapter: 7
Masters are to prescribe their own absolute minimum requirements for the information to be displayed on
the ECDIS during each stage of the voyage. 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. In any case the minimum number of additional layers above Standard display for different
stages of the voyage should be the following:
Stage of Voyage Standard Display plus additional layers:

Spot Soundings to a depth of 2000m
- All isolated dangers
Deep Sea
- Spot soundings
- Depth contours
- Submarine cables and pipelines
- Spot soundings
Coastal
- Depth contours
- Ferry routes
- Details of aids to navigation
- Contents of cautionary notes
- Spot soundings
- Depth contours
Anchoring
- Seabed
- Tidal
Spot Soundings to a depth at least equal to the value of the Safety
Contour
Pilotage - Spot soundings
- Tidal
IHO has issued a circular warning that ECDIS may not display some isolated shoal depths when operating in
Base or Standard display mode. As a result, route planning and monitoring alarms may not always be
activated. This can result in a vessel grounding or contacting the bottom. Hydrographic offices are reviewing
their electronic navigational charts in order to correct this problem.
Navigators must always use the correct display setting. “Base” is not adequate for navigation and
“Standard” may require customising.
To ensure safe navigation and to confirm that a planned route is clear of such dangers, navigators should
visually inspect the planned route and any deviations from it using ECDIS configured to display all
data. The automated voyage planning check function should not be solely relied upon.
Chapter: 7
3.4.4 Scale
Overscale and underscale refer to the display of electronic chart data at too large and too small a scale,
respectively. In the case of overscale, the display is “zoomed in” too close, beyond the standard of accuracy
to which the data was digitized. Underscale indicates that larger scale data is available for the area in
question. ECDIS provides a warning in either case.
Some ECDIS appear only to undertake route check functions on larger scale ENCs and therefore alarms
might not activate. This may not be clearly indicated on the ECDIS display.
An ENC cell may be required to be used at smaller scales in certain situations, ENC providers are able to use
the scale minimum attribute (SCAMIN) that forms part of the S-57 standard, and which allows the ENC
producer to define the minimum display scale at which they wish individual features in the ENC data to
remain on display. If ECDIS is zoomed out beyond this scale, it will no longer display the feature, and
therefore reduce clutter. However, clutter is not a problem when navigating at, or near, compilation scale of
ENC. Furthermore, some ECDIS allow the operator to select whether or not the ECDIS will apply the
available SCAMIN values to filter the ECDIS display.
Where the ECDIS allows the selection of SCAMIN off/on:

• The system must be set to operate with SCAMIN OFF for appraisal, planning and review phases to
ensure all information is seen.
• SCAMIN must be selected ON for execution and monitoring of the Voyage Plan in order to reduce the
effects of an over-crowded display.
Due to the system auto-filter navigator will not see all the information available for display unless navigating
on the best scale chart. 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 display is not affected
by auto-filter is to always ensure navigating on the best scale chart. It is therefore essential that the
navigator knows how to select the best scale chart on their system.
3.5 Warnings and Alarms
IMO Performance Standard specifies that ECDIS must monitor the status of its systems continuously, and
must provide alarms and indications for certain functions if a condition occurs that requires immediate
attention. Indications may be either visual or audible. An alarm must be audible and may be visual as well.
Chart Alert function must be used permanently. An alarm is required for the following:
• Crossing selected safety contour
• Deviation from route
• Positioning system failure
• Approach to critical point
• Chart on different geodetic datum from positioning system
An alarm or indication is required for the following:

• Area with special conditions (means a special type of chart is within a time or distance setting)
• Malfunction of ECDIS (means the master unit in a master-backup network has failed)
Chapter: 7
An indication is required for the following:

• Default safety contour
• Information overscale (chart zoomed in too close)
• Larger scale ENC available
• Different reference system (charted depths not in meters)
• No ENC available
• Customized display
• Route planning across safety contour
• Route planning across specified area
• Crossing a danger in route monitoring mode
• System test failure
Alarms consist of audible and visible warnings. The navigator may determine some setpoints. For example,
he/ she may designate a safety depth contour or set a maximum allowed cross-track error. All navigators
must have the knowledge to enable him to understand the importance of the warnings and indications he sees
on screen so that he chooses the appropriate display scale for the conditions.
The OOW shall not rely solely on automated monitoring alarms generated by the ECDIS.
Reconciliation between the view from the bridge and the vessel position with respect to charted
features shall be maintained including a check that the sensors are providing an accurate fix of the
vessel position.
A number of short comings, ECDIS anomalies and safety critical issues have been identified by users and as
a result of accident investigations where improper use of ECDIS and ENC data were found to be a possible
rote cause. Improper use can be caused by either operator or technical limitation in presentation of ENC data
in ECDIS, or a combination of both.
Lessons were learned, problems understood and addressed in the latest revision of the ECDIS and Data
standards. The work was timely coordinated between IEC and IHO and published in August 2015. It will
affect already installed ECDIS as the IHO has announced that the standard Ed. 6.0 of S-52, Ed. 3.4 of the
Presentation Library and Ed. 2.0.0 of S-64 are withdrawn from August 31, 2017.
The IHO co-ordinated with the IEC to align issue dates of S-52 and IEC 61174 – ECDIS Operational and
performance requirements, methods of testing and required test results, and as a result in Aug
2015IEC61174 edition 4.0 was published in Aug 2015. These standard updates affect all new ECDIS
systems and new installations from Aug 19th 2015. Current ECDIS users have until Aug 31st 2017 to update
their systems to comply with the ECDIS software updating guidance in MSC.1.Circ.1503.
Changes to the IHO S-52 Presentation Library introduced in edition 4.0 will invalidate the tests contained in
IHO ECDIS Data Presentation and Performance Checks which were specifically designed and developed for
ECDIS using IHO S-52 Presentation Library edition 3.4 or earlier. An ECDIS type approval certificate
showing conformance with tests in edition 4.0 of IEC 61174 demonstrates the ECDIS does not have any of
the identified ENC display anomalies. The subsequent guidance in this document describes the method by
which Mariners can check the ECDIS displays for the new ENC symbols contained in the new IHO S-52
Presentation Library edition 4.0.
The number of alarms shall be kept as low as possible by providing indications for information of lower
importance (MSC 86(70) Annex 3, 4.3.5), this is why only very important messages are classified as alarms
on the ECDIS. The ECDIS will processes alerts in a similar manner, the only difference being in their
Chapter: 7
display. According to new IHO standards alerts will be displayed as follows:

• Alarm – high-priority alert. Condition requiring immediate attention and action by the bridge team,
to maintain the safe navigation of the ship (3 beeps every 7 seconds).
• Warning – condition requiring immediate attention, but no immediate action by the bridge team.
Warnings are presented for precautionary reasons to make the bridge team aware of changed
conditions which are not immediately hazardous, but may become so if no action is taken (2 beeps
every 5 minutes).
• Caution - lowest priority of an alert. Awareness of a condition which does not warrant an alarm or
warning condition, but still requires attention out of the ordinary consideration of the situation or of
given information (visible alert only). Crossing navigational hazards (isolated dangers and aids to
navigation) as well as areas with special conditions (TSS, anchorage areas, etc.) will generate only
visible alarms now.
Type of Alert Alerts List on ECDIS:

- Safety Contour
Alarm - CPA/TCPA
- Off-track
- Sensor failure
- course difference
- position failure
- approach critical point
- different geodetic datum
- 100% AIS/ARPA Target capacity
Warning
- Guard Zone
- Lost target
- End of track
- Depth alerts
- Off chart
- MOB
- Area with special condition (TSS, ITZ, PSSA, Caution area, etc.)
- Aux Sensors failure
Caution - Secondary position failure
- Crossing navigational hazards (isolated dangers and aids to
navigation)
The navigational hazards displayed visually should also be backed up by the use of alarms. The limits of
these alarms shall be set under guidance from the Master. Assigned channel widths must be set at the time
of passage planning to ensure a safe passing of any navigational hazard.
Sound volume for navigational alerts should be set according to ECDIS manufacturer instructions. For the
audible presentation of navigational alerts on the bridge the sound pressure should be at least 75 dB(A) but
not greater than 85 dB(A) at a distance of one metre from the systems.
Navigational hazards alarms shall not be de-activated without having obtained prior approval from
the Master. Time of de-activation and re-activation of these alarms shall be entered into the Deck
Logbook.
Chapter: 7
3.6 Use of ECDIS for Passage Planning
When conducting Passage Planning the following shall be adhered to:

• All built-in functions available within the ECDIS to define safety parameters (e.g. safety depth,
safety contour, cross-track error, course deviation, critical point approach etc.) shall be used
all the time and the necessary values set as specified by the Master. All watch-keeping officers are
to be aware of these settings. Where the ECDIS operator has not set a value for the safety contour,
the ECDIS will default to using 30 metres. Safety Parameters settings guidance can be found in form
DPM-02.07.03 ECDIS Voyage Safety Parameters.
• The final route plan shall be checked using the appropriate scale as ECDIS displays the chart at
smaller scales and loads chart data depending on scale, where all dangers may not be seen.
• The planned route shall take into account that, depending on circumstances and navigational aids,
the ship may deviate more or less from the route due to circumstances of traffic etc.
• Alternate route plans that have been evaluated and not chosen (if any), shall be switched off.
Note: During ocean passages the Safety Contour should take into account the lowest possible height of tide
during the voyage (normally Lowest Astronomical Tide), the deepest dynamic draught during the voyage
and a suitable safety margin (Company UKC requirements).
During coastal or pilotage navigation the Safety Contour may be calculated more accurately so as to
maximise navigable water within a harbour or area of constrained navigation. This calculation should take
into account safety depth using the precise time the Safety Contour will be in force for and the lowest tidal
height for this period, squat at planned speed, the vessel's current draught and any effects of the
current/expected weather conditions. This more precise Safety Contour will only be valid for the time period
used in calculation which should be borne in mind if the vessel encounters a delay/advancement when using
Safety Contour.
Cross track distance (XTD) is crucial that this parameter is set realistically for each leg of the passage. The
voyage plan check function only flags up (indication) hazards within the intended footprint of the passage.
Indications will not be activated for navigational hazards outside of the XTD lines. Therefore, these lines
must be set to realistic distance by Master. For example, on approaches to port the XTD may be 1 cable or
equal to the width of buoyed channel, and when in open sea the parameters may be extended to reflect the
Master's CPA requirements.
Mariners should not rely solely on automated checks and indications/alarms. It is recommended that careful
visual inspection of entire planned route will be undertaken to confirm that it, and any deviations from it, is
clear of dangers. The ECDIS display should be configured to display all soundings during this inspection,
and the ENC data displayed at compilation scale.
The OOW is given the option of a simple two-colour shading, and a more elaborate four-colour option. To
support the four-colour options, all ECDIS types allow the user to set shallow and deep-water contours in
addition to the safety contour. However, shallow contour and deep contour are not generating any alarms
(form DPM-02.07.03 ECDIS Voyage Safety Parameters). They are used only to see the depth gradient on
four-colour shades option. The use of four depth shades option 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.
The charts and the electronic passage plan shall be preferably installed on the secondary unit and then
synchronized with the primary unit thus ensuring the data input is duplicated. As a part of the arrival/
Chapter: 7
departure preparations it shall be ensured that the latest ECDIS charts are readily available on both primary
and secondary ECDIS and that any position input is set to WGS 84.
When making the passage plan the Master and the designated Navigational Officer must identify all
navigational hazards that could be encountered on the voyage, which must be highlighted by the use of “No
Go” areas and guard zones. When setting such guard zones and other safety contours, allowances must be
made for the effect of tides and currents amongst others on the ship’s track.
Calculating the safe water available when operating to minimal under keel clearance with a safety depth that
falls in between charted contours is vital to safely manage today’s commercial pressure operations.
The ability of an ECDIS system to highlight a given Safety Contour based on a set Safety Depth is one of the
great advantages of the system. In essence the system displays clearly in bold the contour beyond which you
do not wish to proceed. Furthermore, if Anti-Grounding Cone (AGC also called Anti-Grounding Frame or
Guard Zone) is activated the system will alarm when in contact with the safety contour, thereby giving prior
warning of the proximity of danger.
However, the lack of contour data currently available within ENCs means the operator is not able to fully
harmonise the Safety Contour with the Safety Depth. If Safety Depth will be set to value 6.5 m, for example,
the system will automatically highlight the next available contour, which is normally the 10m line. It can be
seen therefore, that if the vessel by necessity has to proceed over soundings of less than 10 m but greater
than 6.5m, safe areas cannot be defined and it is therefore dangerous. Furthermore, the system will
continuously alarm causing alarm fatigue. This shortfall essentially means that vessels that need to reduce
the Safety Contour in accordance with their Safety Depth in order to get into harbour safely will be faced
with two options:
1. Turn the Anti-Grounding Cone off.
2. Reduce the Safety Contour value to 5m.
It must be seen that both the options above are inherently dangerous. Turning the AGC off means that the
system will only alarm when the ship symbol encounters them, which in most cases will be too late.
Reducing the Safety Contour value below the value of Safety Depth is possible in many systems, although it
is not recommended as the majority of systems only alarm crossing the safety contour – not the safety depth!
A solution to this problem is the drawing of a Limiting Danger Line or LDL. This is a tried and tested
technique that works on RNCs as well as ENCs. Essentially, it is a manually inserted danger line that will
alarm when the safety frame touches it, replacing the Safety Contour in extremis. The value of the LDL is
calculated as follows:
LDL = Dynamic Draught + UKC requirement* – HoT (Time dependent)
* Note: UKC requirement is defined by the CATZOC depth accuracy plus safety margin 0.30 m, unless
sailing in swept areas where the clearance depth is accurately known and this depth used for UKC
calculations, then Company minimum UKC requirement for general sailing conditions should be used for
calculation of safety parameters.
A reduction in the UKC may only be approved after comprehensive formal risk assessment and in
consultation with the Company’s HSSEQ Director or Marine Superintendent.
When the Safety Depth value is inserted, all soundings equal to or less than this value are highlighted in
bold. Using the relevant function on your ECDIS system, draw a danger line around the soundings to
Chapter: 7
produce the LDL. The safety value is a prime consideration and must be large enough to take into account
the quality of data. Because the contour is being drawn manually you must take into account the inaccuracy
of the data in use. It is of note that some systems can draw an LDL automatically. It must be remembered
that a 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.
If the LDL is drawn and the available channel is deemed too narrow to facilitate use of the AGC (i.e. if used
it would cause alarm fatigue) then it is strongly recommended that Clearing Bearings be used to define the
area of water in which it is safe to navigate. It goes without saying that you really must know what you are
doing before attempting this technique.
In order to summarize requirements for configuration of ECDIS to Cross the Safety Contour, the Company
has defined the following procedure:
1) Set two colour pattern;
2) Calculate safety depths and enter parameters into ECDIS;
3) Safety Contour is set to previous shallower depth contour than safety depth;
4) Select viewing groups for sounding, seabed features and contours to be displayed;
5) Construct LDL to create a Safety Contour equivalent to the safety depth, using the highlighted safety
depth (in bold) as indication of the contour - allow a safety margin where values displayed are less
than safety depth. Use existing contours to establish the likely shape of LDL contour;
6) Line used for drawing of LDL must generate an alert when within guard zone (safety frame, look
ahead area). Operator must select a highest alert level system provides, preferably an alarm or at
least a caution. All ECDIS operators should be aware of what kind of alert is generated by drawn
LDLs.
7) Ensure the plan is clear when the Safety Contour should be set to the artificial value and reset once
the area is clear;
8) Save a part of the Voyage Plan in ECDIS and note the feature in the Passage Plan for review and
approval by the Master.
Where possible when route planning, clearing bearings, clearing ranges and parallel index lines should be
utilised to enhance safety.
Master’s instructions and notes documented in Passage Plan should be stored against each waypoint, and
will be transferred into any routes which utilise that waypoint.
3.7 Execution of the Passage
The benefits and limitations of electronic navigation must be understood by the navigator to enable ECDIS
to be used efficiently and safely.
There is a danger that bridge watchkeepers will increasingly trust what is displayed without question. The
need for navigators to remain vigilant and continuously monitor a vessels position in relation to navigational
hazards remains valid, regardless of the electronic aids available.
The rule for the use of electronic charts is the same as for all other aids to navigation - the prudent navigator
will never rely completely on any single one. Utilization of other navigational aids with the ECDIS is
paramount. This shall, as a minimum, include cross referencing positions from radar fixes which assists in
checking for datum shift and also input of course and speed data which ensures that the DR (Dead
Reckoning) Mode is maintained.
Chapter: 7
The ECDIS system tirelessly fixes and records ship position based upon the primary fixing system (GPS or
DGPS), Additionally, ECDIS also offers high levels of confidence by fusing different fixing modes (GPS/
Visual/ Radar) into one display.
Manual fixing functionality is also provided in ECDIS - the navigator may manually place a position fix
point with a corresponding time label in the chart display. A LOP (Line of Position) tool is provided to
enable visual bearings, radar ranges and transferred position lines to be used to plot dead reckoning and
estimated positions and to verify the accuracy of electronic position fixing systems.
In event of GPS failure, the navigator can utilise the DR function in ECDIS and revert to traditional fixing
skills in order to provide accurate positional data.
Manual fixing must be utilised in ECDIS as common practice. Navigators should not rely solely on the
GPS or Radar by checking that ECDIS is correct at every opportunity by visual and all other
available means.
ECDIS should not be used for collision avoidance.
The methods to be used for position cross-checking are by all other means available - such as visual
bearings, radar position by range/distance, parallel index etc. It is important for the Navigator to practice all
the traditional, navigational skills and not to be overly confident in the information from ECDIS. During the
voyage GPS signal quality should be monitored continuously. The following table provides guidelines on
cross referencing of position fixing.
Area Frequency Fix Type
Ocean Passages/ Deep Sea Every four hours when possible Astronomical observations
Every 60 minutes, increasing frequency to Visual bearings

Coastal waters
every 30 minutes approaching restricted waters Radar range/ bearings
Every 30 minutes, increasing frequency to Visual bearings

Restricted waters every 15 minutes in extremely confined waters Radar range/ bearings
and port arrival/ departure
Minimum of every 15 minutes, increasing Visual bearings

Port Arrival/ Departure frequency as necessary in critical areas as Radar range/ bearings
directed by Master
Visual bearings
At anchor Every 60 minutes
Radar range/ bearings
Navigators should pay extra attention to following commonly noted mistakes which must be rectified:
• Dead Reckoning mode chosen as the secondary position source
• Secondary position source not activated
• Alarms not activated (e.g. divergence between primary and secondary positions)
• Display set only to basic layer – wrecks and shoals not shown
Chapter: 7
3.8 Recording
The IMO performance standards specify the following general requirements for ECDIS:
• Store and provide for replay the elements necessary to reconstruct navigation and verify chart data in
use during previous 12 hours.
• Record the track for entire voyage with at least four hour time marks.
It is important to note that if ECDIS is turned off, such as for chart management or through malfunction,
voyage recording ceases, unless a networked backup system takes over the functions of the master ECDIS.
In that case, the voyage recording will continue, including an entry in the electronic log for all the alarms
that were activated and reset during the switchover.
It is a requirement that the recorded information be inaccessible to alteration. Preserving voyage files should
follow procedures for archiving data as defined by ECDIS manufacturer.
Unless radar overlay data is being recorded, voyage files tend to be relatively small, permitting backup onto
low-capacity media, and purging from system memory at regular intervals (this form of backing up should
not be confused with the network master-slave backup system).
The recording mode within the ECDIS shall never be de-activated during the voyage.
3.9 Failure of ECDIS
Adequate backup arrangements must be provided to ensure safe navigation in case of ECDIS failure. This
includes provisions to take over ECDIS functions so that an ECDIS failure does not develop into a critical
situation, and a means of safe navigation for the remaining part of the voyage in case of complete failure.
In case one of the ECDIS unit malfunction, the Company should be informed and form DPM-06.06.12
Emergency Checklist - ECDIS Failure should be executed. The ship must use the backup ECDIS unit
provided for the purpose of navigation. A damage report and risk assessment are to be sent to the Company.
The vessel should carry our ECDIS Failure drill at least quarterly using emergency checklist DPM-06.06.12.
In the unlikely event of both ECDIS units malfunctioning, the Company must be informed immediately and
risk assessment must be carried out. By Master’s decision the voyage should be aborted and safe anchorage
used as appropriate. The Company will advise on further course of actions, contact manufacturer and seek
emergency assistance and arrange to supply the vessel with updated charts for the purpose of navigation.
Chapter: 7
4. References
• Resolution MSC.232(82) Adoption of the Revised Performance Standards for Electronic Chart
Display and Information Systems (ECDIS)
• Admiralty Guide to the Practical Use of ENCs (NP231) Ed.3
• Admiralty Guide to ECDIS Implementation, Policy and Procedures (NP232) Ed.3
• MSC.1/Circ.1503 - ECDIS - Guidance for Good Practice
5. Appendix
• Form DMP-02.07.01 ECDIS Type-Specific

Onboard Familiarization Checklist Rev.3 Date: 17.06.2019
• Form DPM-02.07.03 ECDIS Voyage Safety Parameters Rev.4 Date: 23.11.2020
• Form DPM-02.07.05 ECDIS Manual Correction Log Rev.0 Date: 17.06.2019
LSC SIA
BRIDGE
ECDIS Type-Specific Onboard Familiarization Checklist
CHECKLIST
Ship’s Name:
This familiarization record is to be maintained on board for all Navigating Officers including the Master. Familiarization is to be completed in port
where the Officer/Master joins the vessel and prior taking over his navigational duties. The trainer will be the Officer being relieved or the Officer
who has spent maximum time on board the vessel. For new takeover vessels the pre-joining Officer will be the trainer.
If answer is “No”, please provide supportive comments in the “Remarks” column.
No ITEM YES NO N/A REMARKS
A INITIAL PREPARATION
1 Establish whether there are Bridge Instructions
concerning the use of the equipment and ensure that
these are followed
2 Identify the primary ECDIS equipment and the facilities
for the back-up.
3 Establish whether emergency paper charts are carried as
a final level of back-up. If so, Demonstrate their location
and their suitability for the voyage.
4 Establish whether an emergency computer such as laptop
running ECS software is available. If so, demonstrate its
whereabouts and how to switch on and access the ECS
package.
5 Demonstrate knowledge of where the user manuals for
the ECDIS and its back up are located. An electronic
version of these may be available on each unit.
6 Establish whether any passwords are needed for the
management of the system and, if so, obtain the details
from the Master.
7 Demonstrate where the Base and Update CDs/DVDs are
stored on the ship.
8 Demonstrate the procedures to obtain additional chart
permits.
9 Demonstrate and understand the position-fix systems that
feed the ECDIS.
Demonstrate the method of switching between sources,
such as primary and secondary position-fix systems.
10 Demonstrate what other systems feed into the ECDIS,
such as radar (tracked targets and/or raw), AIS, water
speed logs, echo sounders, etc. For each, establish the
reference framework, e.g. ground, water or ship
stabilized (relative).
B BASIC OPERATION
11 Demonstrate how to switch the ECDIS on and off.
12 Establish the function(s), position and general operation
of the physical controls and switches, including cursor
control, and the access and selection of menu items.
13 Understand how to access the main menu and select
menu options.
14 Demonstrate the methods for setting day/night viewing
modes, brightness, contrast and colour correction.
15 Demonstrate how to switch between traditional and
simplified symbology.
16 Demonstrate how to put equipment in route monitoring
mode and route planning mode.
Form No: DPM-02.07.01 Revision No: 3 Issue date: 17.06.2019 Page 1 of 6

17 Demonstrate the methods for scrolling and zooming
charts, including determining the current scale of
displayed charts and setting the display to a particular
scale.
18 Demonstrate how to select the Display Base and
Standard Display.
19 Demonstrate how to display other information from
ENCs, including the display of All Other Information.
20 Demonstrate how to check that information concerning
own ship, such as dimensions are correct.
21 Demonstrate how to select the safety contour and safety
depth. Setting of safety frame / safety cone.
22 Demonstrate how to select two or four colour contour
mode.
23 Demonstrate how to select deep and shallow area display
options.
24 Demonstrate how to set all other parameters concerning
the safety domain.
25 Establish how alarms and other alerts are given by the
ECDIS and demonstrate the procedure to acknowledge
them.
C CHARTS
26 Demonstrate how to access the chart directory and to .
identify whether charts are ENCs, RNCs or private data.
Know the difference between ENC, AVCS, ARCS and
other formats
27 Demonstrate how to select a chart for display on the
screen.
28 Demonstrate how to load new chart license keys.
29 Demonstrate how to load base data.
30 Demonstrate how to check the update status of loaded
charts.
31 Demonstrate how to update charts using the normal
cumulative update procedures.
32 If applicable, demonstrate how to apply sequential or
electronically transmitted updates.
33 Demonstrate how to apply manual updates.
D NAVIGATION TOOLS AND FUNCTIONS
34 Demonstrate how to display the legend of general
information.
35 Demonstrate how to select information about an object
(Pick Report).
36 Demonstrate how Zone of Confidence (CATZOC)
information can be displayed.
37 Demonstrate how to access the presentation library.
38 Demonstrate what Marine Information Overlays are
available and how to access them (Radar and AIS).
39 Demonstrate the “single operator action” needed to
remove MIOs (Marine Information Overlays) from the
display.
40 Demonstrate the 'single operator action' needed set the
Standard Display setting.
41 Demonstrate how to view, add, edit and delete Mariners’
Notes.

42 Demonstrate how to access all navigational elements and
parameters, such as past track, vectors, position lines etc.
43 Establish the facilities provided for the measurement of
range and bearing (EBL and VRM) and Demonstrate
how to use.
44 Demonstrate the method(s) used for inserting parallel
index lines.
45 Demonstrate what other navigational tools are available
and how to access them.
46 Demonstrate how to switch to using the backup system.
47 Demonstrate that SCAMIN has applied to ENC settings.
48 Demonstrate ENC Chart 1 reference on ECDIS system.
E ROUTE PLANNING
49 Demonstrate how to load existing routes and enable for
editing.
50 Demonstrate how to initiate a new route plan.
51 Demonstrate how to initiate and plan alternate routes.
52 Demonstrate how to save route plans.
53 Demonstrate how to load the planned route and
alternatives into the back-up system.
54 Demonstrate how to add, delete and adjust graphically
the position of waypoints.
55 Demonstrate how to add, edit and delete critical points.
56 Demonstrate how to display time varying objects
relevant for the timing of the planned voyage.
57 Establish all the features available for planning routes
such as use of straight and curved segments and inserting
pilotage aids.
58 Demonstrate the ship’s procedures for displaying MSI,
T&P Notices and other relevant notes in the voyage plan.
59 Demonstrate how to use the facilities for checking the
planned route and managing of alarms.
60 Demonstrate actions to be taken in case voyage orders
are change.
F ROUTE MONITORING
61 Demonstrate how to load a pre-planned route.
62 Demonstrate how to select the primary or an alternate
route and how to distinguish between them on the
display.
63 Demonstrate the single operator action that selects the
charted display of own ship’s position.
64 Demonstrate the available display orientation modes and
how to switch between them (North Up, Head Up, and
Course Up).
65 Demonstrate the available display motion modes and
how to select them and change the parameters, such as
the timing of the planned voyage position of own ship on
the display when Relative Motion is selected.
66 If radar or AIS targets can be displayed on the ECDIS,
demonstrate what target vector modes are available and
how to switch between and differentiate between them.
67 Demonstrate how to create time labels along the ship's
track.

68 Establish familiarity with the Route Monitoring display
including the display of position, heading, course, speed
and time.
69 Demonstrate how to set the length of own ship's vector
and intermediate time marks.
70 Demonstrate how to display radar and AIS MIOs
(Marine Information Overlays) if available.
71 Demonstrate how to input LOP to form the reference for
an estimated position and how to use this reference for
subsequent estimated positions.
G POSITION FIXING
72 Demonstrate how to fix own vessel position on the chart
with time.
(Officers should be able to cross check GPS with other
means of position fixing and fixes should be recorded on
the ECDIS)
73 Demonstrate manual fix and time with cross reference to
GPS position.
74 Demonstrate how to manually plot DR position with time
and EP with time (Estimated position).
Estimated positions should be marked on the chart for
each watch, in advance.
75 Demonstrate how to manually plot fixes and times
obtained by celestial observations.
76 Demonstrate the use of parallel indexing techniques and
the use of clearing bearings.
77 Demonstrate the use of radar to check the accuracy of the
charted position by comparing the location of the radar
target against the charted symbol.
78 Demonstrate use of visual cross bearings.
H MARKING OF NAVIGATIONAL
ELEMENTS AND PARAMETERS
Demonstrate how to display:
79 Own ship past track with time marks for both primary
and secondary tracks.
80 Vector for course and speed made good.
81 Variable range marker and / or electronic bearing line.
82 Cursor.
83 Waypoints.
84 Distance to run.
85 Position and time of Wheel Over.
86 Position fixing frequency and method.
87 Maximum speed.
88 Safe speed and necessary speed alterations.
89 Significant tides or current.
90 Positions where the echo sounder should be activated.
91 Crossing and high-density traffic areas.
92 Safe distance off.
93 Contingency plans.
94 Abort positions.
95 VTS and other reporting points.
96 Manual drawing of “No Go” Areas and setting of
associated alarms.

I MONITORING AND VERIFICATION OF

THE SYSTEM ACCURACY
97 Awareness related to the limitations of the system.
Awareness regarding the dangers of over reliance on
ECDIS. Data input from the gyro compass, speed log,
echo sounder and other electronic equipment should be
periodically monitored to ensure accuracy.
J SAFE NAVIGATION IN THE EVENT OF
SYSTEM FAILURE
98 Discuss actions to be taken in the event of system failure.
Refer to ECDIS Failure Flow Chart.
K COMPANY PROCEDURES
99 Demonstrate a thorough knowledge of Company
Procedures related to ECDIS
100 Demonstrate a thorough knowledge of Master’s Standing
Orders related to ECDIS.
101 Demonstrate a thorough knowledge of Company ECDIS
failure procedure
L LAST MINUTE CHECKLIST
(In case voyage orders are changed at the last minute)
102 Prepare revised passage plan.
103 All charts are available for the intended voyage.
104 Permit keys requested and received.
105 Latest updates uploaded.
106 T&P corrections included.
107 Nav Warnings and NAVTEX messages included as
required.
108 Passage plan reviewed and verified by Master and all
navigating officers.
M ADDITIONAL SHIP SPECIFIC ITEMS
109 Confirm which settings can be adjusted by the OOW and
which cannot.
110 Determine the power supply modes and their
specifications such as UPS duration
111 Demonstrate how to review, retain and replay automatic
recordings on ECDIS

Details of ECDIS
Maker of ECDIS: Type of ECDIS:
Details of Trainee: Name:

Rank:
Date of Joining: Port:
Familiarisation period – From: To: Signature (Trainee):
Details of Trainer:
Rank: Name:
Date of Joining: Signature (Trainer):

LSC SIA
ECDIS Voyage Safety Parameters
Parameter Definition Instructions to Settings Remarks

User defined depth. Soundings on chart will Value equal to ship's present deepest dynamic
Safety Depth be black if they are dangerous and grey if draught + UKC req.* – actual tide height *UKC requirement is defined by the CATZOC depth accuracy plus safety
not. during passage margin 0.30 m, unless sailing in swept areas where the clearance depth is
User defined value of depth contour that will accurately known and this depth used for UKC calculations, then Company
Value equal to ship's present deepest dynamic
give alarm when violating the “Safety minimum UKC requirement for general sailing conditions should be used for
Safety Contour draught + UKC req.* – actual tide height
frame” (“Anti-grounding cone”). It limits calculation of safety parameters.
during passage
area of non-safe water, blue colour on chart.
User defined value of depth, shown as a
black line, area distinguished by deep blue Value equal to ship's present deepest static
Shallow Contour colour during day setting. Not Navigable draught – actual tide height during passage
Area.
User defined value of contour depth at
which the shallow water effects might start Value equal to 4 x ship's present deepest static
Deep Contour having effect in the manoeuvrability of the draught.
ship.
Ocean-Deep Sea Nav: ahead - min. 20 min **Safety Frame/Zone (Anti-grounding cone) look ahead can contribute to
Safety Frame width min. 250m or 30 deg. cone sector excessive number of alarms on ECDIS when navigating in confined waters or
User defined zone around the ship used for Open-Coastal waters: ahead 12 min curved channels. As preventive action against fatigue caused by ECDIS alarms,
(Check ahead generating anti-grounding alarms etc. width min. 200 m or 20 deg. cone sector the Company allows modification of look ahead area below requirements in
Area) Restricted waters: ahead 3 min particularly narrow areas, however, such adjustment must still secure sufficient
width min. 75 m or 10 deg. cone sector time for immediate danger avoidance.
Value of depth equal to minimum expected The echo sounder should always be used when making a landfall and kept
Echo Sounder Echo sounder must have activated its own UKC during passage or minimum value switched on in coastal and pilotage waters. Echosounder to be programmed in
Alarm shallow water alarm
restricted by equipment. DBK mode to avoid confusion.
***Mariners should not rely solely on automated checks and
On approaches to port XTD value may be 1 indications/alarms. It is recommended that careful visual inspection of entire
User defined value of safety corridor where
Cross Track cable or equal to width of buoyed channel, in planned route will be undertaken to confirm that it, and any deviations from it,
potential dangers were checked by ECDIS
Distance (XTD) open sea may be extended to reflect the is clear of dangers. The ECDIS display should be configured to display all
Voyage Plan Check function.
Master’s CPA requirements*** soundings during this inspection, and the ENC data displayed at compilation
scale.
Minimum CPA / Value of Distance/Time when alarm will be Value defined by Master.
TCPA activated, whichever is less. Refer to Master’s Standing Orders.
Sound volume for navigational alerts should be For the audible presentation of navigational alerts on the bridge the sound
Alarm Buzzer
Sound volume for navigational alerts set according to ECDIS manufacturer pressure should be at least 75 dB(A) but not greater than 85 dB(A) at a distance
Volume instructions. of one metre from the systems.
Form No: DPM-02.07.03 Revision No: 4 Issue date: 23.11.2020

LSC SIA
BRIDGE
CHECKLIST
ECDIS MANUAL CORRECTION LOG
Ship’s Name:
Inserted in Checked with
Object Latitude and Charts Date Rank, Signature Date Rank, Signature
No Notice Secondary Secondary
inserted Longitude Affected Inserted Inserted Deleted Deleted
ECDIS ECDIS
Form No: DPM-02.07.05 Revision No: 0 Issue date: 17.06.2019 Page: 1 of 1

Section 3 - Radio Watch and Communications Approved by: Mikkjal Poulsen
Chapter: 0
SECTION 3
RADIO WATCH AND

COMMUNICATIONS
Radio Watch on GMDSS Ship Approved by: Mikkjal Poulsen
Chapter: 1
RADIO WATCH ON GMDSS SHIP

1.1 Scope
To ensure an adequate radio watch is maintained on board the ship at all times for purposes of safety at sea
and the ship's appropriate operation.
1.2 References
• International mandatory requirements: SOLAS-74 (88); STCW; ITU Radio Regulations

• Company requirements
1.3 Requirements
• The International Convention for Safety of Life at Sea (1974) was amended for GMDSS (Global
Maritime Distress and Safety System) in 1988, and came into force on 1 February 1992 in the form
of rolling programme. From the 1st of February 1999 all cargo ships over 300 GT and all passenger
ships on international voyages were required to fully comply all GMDSS requirements.
• GMDSS regulations apply to all ships over 300 GT and all passenger ships on international voyages
subject to the SOLAS Convention.
1.4 General Arrangements
Ship Masters and radio watch keeping personnel shall comply with the following provisions to ensure that
an adequate safety radio watch is maintained while the ship is at sea:
• Every ship shall carry personnel qualified for distress and safety radio communication purpose to the
satisfaction of the Administration. The personnel shall be holders of certificates specified in the
Radio Regulations as appropriate, any one of whom shall be designated by master to have primary
responsibility for radio communications during distress incidents.
• All personnel assigned responsibility for sending a distress alert must be instructed with regard to, be
knowledgeable of, and be able to operate properly, all radio equipment on the ship. This should be
recorded in the radio logbook.
• Radio Regulations require that each ship's radio station is licensed and is under the ultimate authority
of the master or other person responsible for the ship and is only operated under the control of
adequately qualified personnel. They also require that a distress alert shall only be sent on the
authority of the master or other person responsible for the ship.
• Each vessel shall keep the GMDSS radio logbook. Taking into account that GMDSS radio log must
be kept at the distress communications operating position while routine correspondence may be sent
from the remote places on ship, a separate radio log for routine transmitted and received
correspondence should be maintained.
Chapter: 1
2. Radio Watch Arrangements
In deciding the arrangements for the radio watch, the master of every seagoing ship shall:
• ensure that the radio watch is maintained in accordance with the relevant provisions of the Radio
Regulations and the SOLAS Convention (Chapter 4, Regulation 12);
• ensure that the primary duties for radio watchkeeping are not adversely affected by attending to radio
traffic not relevant to the safe movement of the ship and safety of navigation;
• take into account the radio equipment fitted on board and its operational status;
• the ship's radio station is adequately manned for the purpose of general communications - in
particular public correspondence, taking into account the constraints imposed by the duties of those
Authorized to operate it;
• the radio equipment provided on board and, where fitted, the reserve sources of energy are
maintained in an efficient working condition.
• ensure that GMDSS equipment testing or drills are never allowed to cause false distress alerts but if a
distress alert has been accidentally transmitted, the ship makes every reasonable attempt to
communicate with the RCC by any means to cancel the false distress alert using procedures
described in Section 10 of this document.
3. Performing the Radio Watch

3.1 General
The radio operator performing radio watchkeeping duties shall:

• ensure that watch is maintained on the frequencies specified in the Radio Regulations and the
SOLAS Convention; and
• while on duty, regularly check the operation of the radio equipment and its sources of energy and
report to the master any observed failure of this equipment.
The requirements of the Radio Regulations and the SOLAS Convention on keeping a radio log, as
appropriate, shall be complied with. The records shall be kept in accordance with Item 8 of this procedure.
Additional entries in the radio log should be made in accordance with paragraphs 4.4, 5.2, 6.2.5 and Item 9.
The maintenance of radio records, in compliance with the requirements of the Radio Regulations and the
SOLAS Convention, is the responsibility of the radio operator designated as having primary responsibility
for radiocommunication during distress incidents.
3.2 Prior to Sailing
The radio operator designated as having primary responsibility for radio communications during distress
incidents should ensure that:
3.2.1 all distress and safety radio equipment and the reserve source of energy are in an efficient
working condition, and that this is recorded in the radio log;
Chapter: 1
3.2.2 all documents required by international agreement notices to ship's radio stations and
additional documents required by the administration are available and are corrected in
accordance with the latest supplements, and that any discrepancy is reported to the master;
3.2.3 the radio clock is correctly set against standard time signals;
3.2.4 antennae are correctly positioned, undamaged and properly connected; and
3.2.5 to the extent practicable, routine weather and navigational warning messages for the area in
which the ship will be navigating are updated together with those for other areas requested by
the master, and that such messages are passed to the master.
3.3 On Sailing
On sailing and opening the station, a radio operator on watch should:

3.3.1. listen on the appropriate distress frequencies for any possible existing distress situation; and
3.3.2. send a traffic report (name, position and destination, etc.) to the local coast station and any
other appropriate coast station from which general communications may be expected.
3.4 While the Station is Open
While the station is open a radio operator on watch should:

3.4.1. check the radio clock against standard time signals at least once a day;
3.4.2. send a traffic report when entering and on leaving the service are coast station from which
general communications might be expected; and
3.4.3. transmit reports to ship reportin systems in accordance with the instructions of the master.
3.5 While at Sea
While at sea a radio operator designated as having primary responsibility for radio communications during
distress incidents should ensure the proper functioning of the Digital Selective Calling (DSC) distress and
safety radio equipment according with Item 10 of this procedure. The results of these tests should be
recorded in the radio log.
A radio operator designated to handle general communications should ensure that an effective watch is
maintained on those frequencies on which communications are likely to be exchanged, having regard to the
position of the ship in relation to those coast stations and to coast earth stations from which traffic may be
expected. When exchanging traffic, radio operators should follow the relevant ITU-R recommendations.
3.6 When Closing the Station on Arrival at a Port
When closing the station on arrival at a port a radio operator on watch should advise the local coast station
and other coast stations with which contact has been maintained of the ship's arrival and of the closing of the
station.
3.7 When Closing the Radio Station
When closing the radio station a radio operator designated as having primary responsibility for
radiocommunication during distress incidents should ensure that transmitting antennae is earthed.
Chapter: 1
4. Distress Communications
4.1 If the ship has been involved in distress communications, it must be clearly noted that:
• a distress alert transmission infers that a ship or a person is in distress or imminent danger and
requires immediate assistance.
• the distress alert or distress call has absolute priority over all other transmissions.
4.2 All stations, which receive such signals, are required by the Radio Regulations to immediately cease all
transmissions capable of interfering with distress communications.
4.3 Distress Affecting Own Ship
4.3.1 The authority of the master or person responsible for the ship is required before a distress alert can be
transmitted.
4.3.2 A radio operator designated as having primary responsibility for radio communications during distress
incidents should immediately assume responsibility for following the procedures of the Radio
Regulations, relevant ITU-R recommendations and GMDSS operating guidance for masters of ships
in distress situations.
4.3.3 Services available for distress and safety communications are terrestrial radiocommunication in the
MF, HF and VHF bands and satellite communication.
Distress alerts are transmitted either:

4.3.3.1 via satellite with absolute priority using the general communication channels; or
4.3.3.2 via satellite using exclusive distress and safety frequencies; or
4.3.3.3 using DSC on appropriate distress and safety frequencies in the MF, HF or VHF
bands.
4.3.4 A distress alert may be defined as:

4.3.4.1 in the terrestrial radiocommunication bands: a digital selective call using the
distress call format; or
4.3.4.2 in the satellite service: a message using the distress format for relay through
space stations.
4.3.5 The distress alert must include the identification of the station in distress and its position. Other
information such as nature of the distress and type of assistance required or anything else, which may
facilitate rescue, may be included in the alert.
4.4 On Receiving a Distress Alert:
4.4.1 a radio operator on watch should alert the master and if appropriate, the radio operator
designated as having primary re possibility for radio communications during distress
incidents; and
4.4.2 a radio operator designated as having primary responsibility for radio communications during
distress incidents should evaluate the situation and immediately assume responsibility for
following the procedures of the Radio Regulations and relevant ITU-R recommendations.
Chapter: 1
5. Urgency Communications
5.1 The use of urgency call format implies that the station making the call has a very urgent message to
transmit concerning the safety of the ship or a person.
5.2 Urgency affecting own ship:
5.2.1 the urgency signal or urgency call format must only be sent on the authority of the master or
person responsible for ship.
5.2.2 a radio operator designated as having responsibility for radio communications during distress
incidents should immediately assume responsibility for following the procedures of the Radio
Regulations and relevant ITU-R recommendations.
5.2.3 the urgency signal must be transmitted on one or more of the authorised distress and safety
frequencies or via the maritime mobile satellite service.
5.3 On receiving an urgency message, a radio operator on watch should alert the master and, if
appropriate, a radio operator designated as having primary responsibility for radio communications
during distress incidents.
6. Safety Communications
6.1 The safety call format implies that the station making the call has an important navigational or
meteorological warning to transmit.
6.2 When a Safety Message is to be transmitted, the master and a radio operator on watch should follow
the procedures of the Radio Regulations noting that it must be transmitted on one or more of the
authorised distress and safety frequencies or via the maritime mobile satellite service.
6.3 On receiving a safety message, a radio operator on watch should note its content and act in
accordance with the master’s instructions.
6.4 In cases of communications relating to medical advice, a radio operator designated as having primary
responsibility for radio communications during distress incidents should follow the procedures of the
Radio Regulations and adhere to the conditions as published in the relevant international
documentation or as specified by the satellite service provider.
6.5 In cases of communications relating to medical transports, a radio operator designated as having
primary responsibility for radio communication during distress incidents should follow the
procedures of the Radio Regulations.
6.6 Bridge-to-bridge communications should be exchanged on VHF channel 13. "Bridge-to-bridge

communications" are described as Intership Navigation Safety Communications in the Radio
Regulations.
Chapter: 1
7. Radio Watchkeeping Requirements
7.1 Every ship, while at sea, shall maintain a continuous watch:
7.1.1 On VHF DSC distress, safety and calling channel 70;
7.1.2 On the distress and safety frequency of 2187.5 kHz, if the ship is required by the radio
regulations to carry an MF DSC installation;
7.1.3 On the distress and safety DSC frequencies of 2187.5 kHz and 8414.5 kHz and also at least
one other HF DSC distress and safety frequency from the following:
4207.5 kHz, 6312 kHz, 12577 kHz or 16804.5 kHz, appropriate to the time of day and the
geographical position of the ship, if the ship is required by the regulations to carry an MF/HF
radio installation. This watch can be kept by means of a scanning receiver.
7.1.4 For satellite share to ship alerts, if the ship is fitted with an INMARSAT mobile earth station.
7.2 Every ship, while at sea, shall maintain a radio watch for broadcasts of maritime safety information
on the appropriate frequency or frequencies on which such information is broadcast for the area in
which the ship is navigating.
7.3 Every ship while at sea shall maintain, when practicable, a continuous listening watch on VHF
channel 16. This watch shall be kept at the position from which the ship is normally navigated.
Where the listening watch is discontinued, an entry shall be made in the ship’s official log book of
the times and duration for which the listening watch on the bridge was discontinued and the
circumstances in which the watch was transferred elsewhere or in which the safety of the ship was
prejudiced as the case may be. A written summary shall be maintained of all communications
relating to distress, urgency and safety traffic received or transmitted on the VHF radiotelephone
installation during the watch.
8. GMDSS Radio Log

8.1 The GMDSS Radio Log incorporates instructions for its completion to meet the legal requirements.
It must be kept at the distress communications operating position and shall be made available:
8.1.1 for inspection by the master; and
8.1.2 for inspection by any Authorized official of the Administration and by any duly Authorized
officer exercising control.
8.2 The logbook comprises three sections and an annex as follows:
Section A: Particulars of ship
8.2.1. Name of ship

8.2.2. International call sign
8.2.3. MMSI number
8.2.4. Port of registry
Chapter: 1
8.2.5. IMO number

8.2.6. Gross tonnage
8.2.7. Date keel was laid
8.2.8. Sea area(s) in which ship is certified to operate
8.2.9. Date of expiration of current Safety Radio Certificate
8.2.10. Date of expiration of current Ship Radio Station License.
8.2.11. Method(s) used to ensure availability of radio facilities:
• Duplication of equipment (DOE);

• Shore-based maintenance giving details of name and address of service company (SBM);
• At-sea maintenance capability (ASM).
8.2.12. Name and address of owner, managing owner or agent.
Section B: Qualified personnel
8.2.13. Name(s)
8.2.14. Dates on board or dates of attachment
8.2.15.Class of Certificate(s) and date(s) of issue
8.2.16. Certificate number(s)
8.2.17. Name and rank, or muster number, of designated person(s) with responsibility for radio
communication during emergencies
8.2.18. Name of person(s) nominated to carry out appropriate tests and checks and log entries (if
different from e above).
Section C:
8.2.19. Period of Log: From/To

8.2.20. Master's signature
8.3 Record of Communications
Record of communications comprises the diary record of the operation of the radio installation. The
summary column must include the following:
8.3.1. a summary of Communications relating to distress, urgency and safety traffic; the summary
must include dates and times, details of the vessel involved and their positions;
8.3.2. a record of important incidents connected with the radio service, for example:
• a breakdown or serious malfunction of the equipment;

• a breakdown of communications with coast stations, coast earth stations or satellites;
• adverse propagation conditions, i.e. ionospheric, static, atmospheric noise, general
interference;
• serious breaches of radio procedures by other stations;
• any significant incidents concerning the exchange of commercial traffic such as
disagreements over charges, non receipt of messages and so on.
Chapter: 1
8.3.3. the position of the ship at least once a day; the position may be given relative to a
geographical point, if appropriate, as an alternative to its latitude and longitude;
8.3.4. the details of the daily, weekly and monthly tests carried out as identified in the next section
of this document.
8.4 Notes on Keeping the Log
8.4.1. The master must nominate one or more crewmembers, normally the person(s) qualified for
distress and safety radio communications, to maintain the log and carry out the tests.
8.4.2. Distress and distress-related communications received as hard copy via NAVTEX, EGC or
telex should be noted in the log and filed in date order at the rear of the log.
8.4.3. If any radio equipment is found not to be in full working order the nominated person must
notify the master and record details of the deficiencies in the log.
8.4.4. The Master must inspect and sign each day's entries in the GMDSS radio logbook.
9. Tests of GMDSS Equipment

The following tests should be carried out on GMDSS fitted ships with registration of test results in the
GMDSS radio logbook:
9.1 Daily Tests
9.1.1. The proper functioning of the DSC facilities shall be tested at least once per day, without
radiation of signals, by use of the means provided by the equipment.
9.1.2. Batteries providing a source of energy for any part of the radio installations shall be tested
daily and, where necessary, brought up to the fully charged condition.
9.1.3. Printer(s) shall be checked daily to ensure there is an adequate supply of paper.
9.2 Weekly Tests
9.2.1. The proper operation of the DSC facilities shall be tested at least once per week by means of a
test call, when within communication range of a coast station fitted with DSC equipment.
Where a ship has been out of commu-nication range of a coast station fitted with DSC
equipment for a period longer than a week, a test call shall be made on the first opportunity
that the ship is in communication range of such a coast station.
9.2.2. Where the reserve source of energy is not a battery (for example, a motor generator), the
reserve source of energy shall be tested weekly.
9.2.3. Each survival craft two-way VHF equipment shall be tested at least once a week on a
frequency other than Channel 16.
Chapter: 1
9.2.4. Batteries providing a source of energy for any part of the radio installation should be tested by
means of a hydrometer where practicable, or where a hydrometer cannot be used, by a
suitable load test.
9.3 Monthly Tests
9.3.1. Each EPIRB and satellite EPIRB shall be tested at least once per month to determine its
capability to operate properly using the means provided on the device and without using the
satellite system.
9.3.2. Each search and rescue radar transponder (SART) shall be checked at least once per month
using the built-in test facility and checked for security and sign of damage.
9.3.3. A check shall be made at least once per month on the security and condition of all batteries
providing a source of energy for any part of a radio installation. The battery connections and
compartment shall also be checked.
9.3.4. A check should be made at least once per month on the condition of all aerials and insulators.
9.4 Yearly Tests
Where a reserve source of energy consists of a rechargeable accumulator battery or batteries, the capacity of
the battery or batteries shall be checked, using an appropriate method at intervals not exceeding 12 months,
when the ship is not at sea.
9.4.1. One of the method of checking the capacity of an accumulator battery is to fully discharge
and recharge the battery, using normal operating current and period (e.g. 1O h).
9.4.2. Assessment of the charge condition can be made at any time, but it should be done without
significant discharge of the battery when the ship is at sea.
10. Guidelines for Avoiding False Distress Alerts
10.1 General
Ship master should ensure that:
10.1.1. all GMDSS certified personnel responsible for sending a distress alert have been instructed
about, and are competent to operate, the particular radio equipment on the ship;
10.1.2. the person or persons responsible for communications during distress incidents give the
necessary instructions and information to all crew members on how to use GMDSS
equipment to send a distress alert;
10.1.3. as part of each "abandon ship" drill, instruction is given on how emergency equipment
should be used to provide GMDSS functions;
10.1.4. GMDSS equipment testing is only undertaken under the supervision of the person
responsible for communications during distress incidents;
Chapter: 1
10.1.5. GMDSS equipment testing or drills are never allowed to cause false distress alerts;
10.1.6. encoded identities of satellite EPIRBS, which are used by SAR personnel responding to
emergencies, are properly registered in a database accessible 24 h a day or automatically
provided to SAR authorities (masters should confirm that their EPIRBs have been
registered with such a database, to help SAR services identify the ship in the event of
distress and rapidly obtain other information which will enable them to respond
appropriately);
10.1.7. EPIRB, Inmarsat and DSC registration data is immediately updated if there is any change
in information relating to the ship such as owner, name or flag, and that the necessary
action is taken to reprogram the ship's new data in the GMDSS equipment concerned;
10.1.8. satellite EPIRBs are carefully installed in accordance with manufacturers' instructions and
using qualified personnel (sometimes satellite EPIRBs are damaged or broken due to
improper handling or installation. They must be installed in a location that will enable
them to float free and automatically activate if the ship sinks. Care must be taken to ensure
that they are not tampered with or accidentally activated. If the coding has to be changed
or the batteries serviced, manufacturers' requirements must be strictly followed. There
have been cases where EPIRB lanyards were attached to the ship so that the EPIRB could
not float free; lanyards are only to be used by survivors for securing the EPIRB to a
survival craft in water);
10.1.9. EPIRBs are not activated if assistance is already immediately available (EPIRBs are
intended to call for assistance if the ship is unable to obtain help by other means, and to
provide position information and homing signals for SAR units);
10.1.10. if a distress alert has been accidentally transmitted, the ship makes every reasonable
attempt to communicate with the RCC by any means to cancel the false distress alert using
the below given procedures;
10.1.11. if possible, after emergency use, the EPIRB is retrieved and deactivated;
10.1.12. when an EPIRB is damaged and needs to be disposed of, if a ship is sold for scrap, or if for
any reason a satellite EPIRB will no longer be used, the satellite EPIRB is made
inoperative, either by removing battery and, if possible, returning it to the manufacturer, or
by demolishing it.
Note: If the EPIRB is returned to the manufacturer, it should be wrapped in tin foil to prevent transmission
of signals during shipment.
10.2 Instruction for Masters How to Cancel a False Distress Alert
Master of ship should note that the main cause of false distress alerts in GMDSS is the accidental or
incorrect use of GMDSS equipment on board ship. False alerts cause a severe strain on MRCC
resources, for each alert has to be investigated and this can divert attention away from a real distress
situation. Ship's personnel must ensure that they take great care when operating GMDSS equipment
to avoid making an inadvertent distress alert transmission. The cause of problems associated with
false alerts is enumerated below.
Chapter: 1
10.2.1. Accidental transmission of VHF DSC alert on Ch.70.

10.2.2. Accidental transmission of a MF DSC alert on 2187.5 kHz
10.2.3. Accidental transmission of a HF DSC alert
10.2.4. Accidental activation of a distress alert using INMARSAT-C
10.2.5. Accidental activation of a 406 MHz EPIRB
10.2.6. Ships acknowledging a DSC distress alert on 2187.5 kHz
10.2.7. Ships acknowledging a DSC distress alert on HF
10.3 Procedure for Cancelling of False Distress Alerts
10.3.1. Accidental transmission of a VHF DSC alert on Ch. 70 observed
10.3.1.1. switch off transmitter immediately

(This applies when the false alert is detected during transmission);
10.3.1.2. switch equipment on and set to Channel 16;
10.3.1.3. make broadcast to "All Stations" giving name of vessel, callsign and MMSI
number, and cancel the false distress alert.
Example:
All Stations, All Stations, All Stations
This is NAME, CALLSIGN,
MMSI NUMBER, POSITION.
Cancel my distress alert of
DATE, TIME, UTC.
Master, SHIP'S NAME, CALLSIGN,
MMSI NUMBER, DATE, TIME UTC.
10.3.2. Accidental transmission of a MF DSC alert on 2187.5 kHz observed
10.3.2.1. switch off equipment immediately

10.3.2.2. switch equipment on and tune for radiotelephony transmission 2182 kHz;
10.3.2.3. make broadcast to "All Stations" giving the vessel's name, callsign and MMSI
Example:
This is SHIP'S NAME, CALLSIGN,
DATE, TIME. UTC.
Master. SHIP'S NAME. CALLSIGN.
MMSI NUMBER. DATE. TIME UTC.
Chapter: 1
10.3.3. Accidental transmission of a HF DSC alert observed
10.3.3.1. switch off equipment immediately

10.3.3.2. switch equipment on and tune for radiotelephony transmission on associated

HF band frequency designated for distress telephony calls;
10.3.3.3. make broadcast to "All Stations" giving the vessel's name, callsign and MMSI
Example:
This is SHIP'S NAME, CALLSIGN,
DATE, TIME. UTC.
Master. SHIP'S NAME. CALLSIGN.
MMSI NUMBER. DATE. TIME UTC.
10.3.4. Accidental activation of a distress alert using INMARSAT-C observed
Immediately notify the appropriate RCC by sending a message via the same LES that the false alert
was sent through. Indicate in this message your name, cal sign, INMARSAT-C identity number and
that you are cancelling the false alert sent at (quote) date/time (UTC).
Example:
SHIP'S NAME, CALLSIGN, IDENTITY NUMBER,
POSITION,
Cancel my INMARSAT-C distress alert of DATE, TIME, UTC=
Master-
10.3.5. Accidental activation of a 406 MHz EPIRB
If you become aware that for any reason an EPIRB has accidentally activated, you must immediately
notify the nearest coast station, or an appropriate LES or MRCC and cancel the alert.
10.3.6. Ship acknowledging a DSC distress alert on 2187.5 kHz
10.3.6.1. Ship operating in GMDSS sea area A2 should not transmit a DSC
acknowledgement even though prompted to do so by the DSC controller.
10.3.6.2 .Ship must assume that the alert will have been heard and will be acknowledged
by a coast station. The correct procedure for ships receiving a DSC alert in this
area is to switch to 2182 kHz and listen for further distress traffic and
acknowledge this by RT. Vessel will assist as appropriate under the normal rules
of the sea.
Chapter: 1
10.3.6.3. Ship operating outside GMDSS sea area A2 which receive a distress alert which
is, beyond all doubt, in their vicinity should send an acknowledgement by RT on
2182 kHz. If, however, additional DSC distress alerts giving the same
information are received, a DSC acknowledgement may be sent. RCCs should be
informed about the situation via a coast station or LES. Vessel will assist as
appropriate under the normal rules of the sea.
10.3.7. Ship acknowledging a DSC distress alert on HF.
10.3.7.1. Ship receiving a HF DSC distress alert should not transmit a DSC
acknowledgement, even though prompted to do so by the DSC controller.
10.3.7.2. The correct procedure is for ship to listen for further distress traffic by RT or NBDP
(telex) on appropriate HF band on which the DSC alert was received.
10.3.7.3. if however, additional DSC distress alert giving the same information are received,
or it becomes obvious that the DSC distress alert has not been acknowledged by a
coast station, the ship must relay the distress alert to any shore station.
10.3.8. Notwithstanding the above, ships may use any means available to them to inform the
appropriate authorities that a false distress alert has been transmitted and should be cancelled.
10.3.9. No action will normally be taken against any ship or mariner for reporting and cancelling
a false distress alert.
10.3.10. However, in view of the serious consequences of false alerts, and the strict ban on their
transmission, Governments may prosecute in cases of repeated violations.
11. Maintaining GMDSS Operator Familiarisation

IMO has expressed the concern that many GMDSS operators on board ships have a lack of familiarization
regarding operational performance during Distress, Urgency and Safety communications, as well as with
simple technical elements, which is vital for the safety of life at sea (MSC.1/Circ.1208, 22nd May 2006).
Ship’s Master is responsible that all GMDSS-certified personnel maintain familiarity with the GMDSS
equipment fitted to the ship. He has to ensure that all GMDSS-certified personnel, who may be required to
operate the GMDSS equipment:
• receive familiarization and ship-specific training, on joining the ship;
• receive regular training thereafter aboard the ship at least quarterly;
• maintain their skills by regular use of GMDSS equipment;
• can demonstrate their familiarization with the equipment at any time.
Those GMDSS-certified personnel not normally engaged in the operational use and testing of GMDSS
equipment aboard ship should draw upon the skills and experience of those GMDSS operators on board who
routinely use and test this equipment.
Reference should be made to the ship’s GMDSS manufacturers’ operating handbooks and any local
procedures already developed, which are specific to the vessel.
Chapter: 1
Documentation
Documentation relating to the operation and testing of the GMDSS installation should be located at or close
to the GMDSS operating position and be capable of being accessed quickly and easily.
Power supply, alarms and indicators
GMDSS operators should also maintain familiarity with the operation of remote alarm panels, locations of
remote distress activation panels, the power supply distribution and the positions of switches, circuit
breakers, battery charger operation and alarms, and the location of important spare parts (e.g. microphones,
fuses, etc).
Ship - Shore Communications Approved by: Aleksejs Sidorenko
Chapter: 2
SHIP - SHORE COMMUNICATIONS
1. Scope
To ensure proper shipboard management of communications with shore-based organizations (the Company,
Charterers, shipowner, operator, etc.).
2. Responsibility
Ship’s Master is responsible for proper and efficient use of communication methods. Nobody should ever
release information or comments to unauthorized personnel.
3. Daily Reporting System

Ship’s Master must report daily vessel’s status to the Company. This report should be issued at local noon
time (12.00) electronically in reporting system DNV GL Navigator/ECO Insight.
4. General Instructions on Communications

All ship communications shall be arranged and provided according to Company requirements.
The ship’s correspondence shall be sent by mail when it is possible and acceptable. When using radio
communications, written communications are preferable. Telephone, especially expensive satellite telephone
communications, should be used when the subject for discussion is of an urgent nature and cannot wait.
Written and verbal information shall be correct, precise, short, limited to issue. Prepared messages shall be
clear, understandable to avoid false interpreting.
Communicate directly with right person and not through an intermediary as they may change the message.
Ship-to-shore communication is done mostly in writing. Ensure that message is sent and the recipient has
received it. In important cases ask for acknowledgement of receipt.
Important verbal messages always must be confirmed in writing. For each request from the Company the
correct answer/ confirmation shall be sent in due time without rush and delay.
Master shall countersign all outgoing correspondence and shall ensure that the message is addressed to the
right person.
5. Ship - Shore Communication Methods
The shipboard management communicates with shore organizations either by mail or using ship's satellite or
radio station by email, telex, fax, telephone and cable. Shore based organizations related with the ship should
indicate to the Master which communication method they want to be used.
If the communication method is not defined, it is self-explanatory that the Shipboard management shall
decide which communication method to use by balancing communication cost, urgency and effectiveness.
Chapter: 2
There are no any restrictions for choice of communication method when the ship is in distress.
The Master must ensure that communication methods identified below are used effectively.
5.1 Communications by Mail
Mail communication is in use when original / hard copy of documents and / or records and / or documents of
large volume should be forwarded to or from the vessel.
5.1.1 Mail to the Office of the Company
Mail should cover the routine submission of reports at regular intervals or after an operation or upon the
respective request. The Master shall ensure that a copy of document sent to the Office is retained on board.
Although normal / standard mail is the cheapest way, it is not recommended to use it because of high risk for
documents would have being missed. Therefore, the Master shall dispatch the documents by courier. As far
as courier is expensive way of mailing then the Master shall avoid sending of mail in small packages to the
same receiver too often.
Mail addressed to various Departments of LSC shall be couriered in the beginning of every month or upon
request or when in case of necessity.
Mail to LSC SIA should be separated by envelopes in the following categories:

• Technical Department (technical related matters)
• Crewing Department (matters related to the ship’s crew)
• SEQ Department (safety/ security matters)
• Accounting Department (Payroll, Cash Report, etc.)
Mail to every department shall have a separate cover letter listing the documents enclosed. Mail to every
department shall be collected in a separate envelope. Envelope should indicate the name of department to
which is addressed.
The address label shall have the ship’s name.
All these separate envelopes shall be collected into one large envelope. Thus, this large envelope will
contain the mail to all departments of LSC, and address label on it shall indicate the name of respective
Technical Superintendent and mailing address of LSC SIA.
Mail to the Charterers must be formatted according to their specific instructions. In the meantime, such mail
shall still have a separate cover letter listing the documents enclosed and copy of all documents shall be kept
on board.
5.1.2 Mail from the Company
Mail from the Company Office is always dispatched by the Technical or Marine Superintendent on a
monthly basis, otherwise in case of urgency or upon request from the ship. All documents mailed from this
Office are sent in one envelope. The mail is always addressed to the Master of the vessel.
Technical and Marine Superintendents are responsible for collection of mail from all company departments.
Chapter: 2
All departments should deliver an envelope(s) with a mail for respective ship(s) to Technical Department
where there are mail boxes assigned for every ship. Such mail box has an inventory list maintained by
Superintendents. In case when the mail should be dispatched urgently, then Technical Superintendent should
be notified additionally.
Following form of Mail Forwarding/ Receipt Note consisting of two sections should be used to control mail
traffic from the Company office to all Company vessels:
Mail Forwarding/ Receipt Note No ______
Section 1 – General Information
Addressee (ship’s name):

Dispatched to (ship’s Agent):
Forwarding address:
Courier:
Courier AWB No:
Sender (Superintendent):
Date sent:
Date received on board:
Port where mail received:
Master:
Section 2 - Contents of the Mail
Master’s Confirmation of
No Description of Documents
Receipt
Mail Forwarding/ Receipt Note should be drawn up by Technical/ Marine Superintendent and attached to
any parcel dispatched from the Company to ships, the Note should have unique identification number.
Upon receipt of the mail the Master should complete the relevant boxes of the Note. Copy of the Note
should be filed onboard, but original forwarded to the office with the next ship’s mail and filed in office
respectively.
5.2 Radio Communications
Communication by telephone, either through satellite or through coastal stations shall be governed by the
procedures under verbal communication.
Verbal communication shall be avoided unless:

• important decisions or minutes shall be noted;
• the subject for discussion is of an urgent nature and cannot wait;
• the vessel cannot communicate through radio messages.
Instructions, advice or decisions received verbally shall be recorded. Especially when instructions are given
by third party, the Master shall request confirmation of the same in writing.
Chapter: 2
All communications via e-mail, fax, telex can be divided in two groups:
(a) Routine messages, at frequent intervals or after a specific activity
Everyday Noon report (local time) should be submitted to Company electronically in reporting
system DNV GL Navigator/ECO Insight.
In the case, when the ship’s position information is not received in due time, the radio search of the
ship is announced. The ships in the vicinity of the estimated position of the searched ship shall try to
establish the contact with her using VHF and MF bands or other suitable communications.
The Owner's, Charterer's or Operator's routine communication requirements should be specified in

their written instructions.
If the Master has difficulty in following any third party’s requirement, he shall consult the LSC.
(b) Urgent messages, urgent cases
The Master shall immediately report to LSC SIA by the fastest communication method any:
• emergency situation;
• damage to the vessel or cargo;
• accident at sea or in port;
• significant changes in initial voyage orders;
• incident affecting vessel's seaworthiness or cargo worthiness;
• delay, off-hire or stoppage due to technical reasons;
• urgent need of repairs or spare parts;
• urgent repatriation or hospitalisation of crew due to sickness and/or accident;
• ship detention by port state control or other authorities;
• Classification Society notation which withdraws or will withdraw a certificate.
Urgent message shall be marked with service identifier “URGENT”.
6. Private Radio Communications
Radio communication for personal use is provided in compliance with the Company confidentiality
requirements and the International Telecommunication Union (ITU) Radio Regulations. The payment for the
service shall be duly arranged by responsible ship officer and controlled by the Master. The appropriate
logging of private communication shall be maintained onboard and controlled by the Master.
Private communication shall not disturb the operational communications and ship’s watch-keeping and has
not any priority to the service communication if it is not confirmed by the Master.
7. Radio Traffic Report
With aim to control ship communication expenses and to enumerate private traffic the form DPM-03.02.02
List of Private Traffic shall be regularly prepared and sent to the Company.
1. Report DPM-03.02.02 to be made out monthly for all communications to be paid onboard by private
persons (crewmembers and passengers) for period from 0000 GMT of each month’s first day till the 2400
Chapter: 2
UTC of the month’s last day or till the day of crew changing. The amounts, mentioned in the Report DPM-
03.02.02, shall be deducted from crewmembers’ wages or aid by cash or other legal way.
2. The report DPM-03.02.02 to be made by a person, appointed by the Master.
3. Reports should be made in two copies:

• the first copy shall be despatched to Ship Management Superintendents by mail together with the
ship correspondence at the beginning of each month or delivered upon the crew change. At sea or
staying at the inconvenient port the reports can be sent using e-mail. Master shall avoid sending of
these reports by courier mail separately from the ship correspondence or by satellite fax;
• the second copy shall be kept in ships files;
4. Filling in the DPM-03.02.02 form:

• 1st column - numbers by order;
• 2nd column - surnames and first names’ initials of the persons, made private chargeable
communications;
• 3rd column - onboard position of the persons;
• 4th column - summarized amounts of charges in USD, extracted from report DPM-03.02.01;
• 5th column - signature of the persons.
5. Report DPM-03.02.02 shall include the following information:

• ship’s name;
• date of the report;
• period of the report;
• total sums with the inscription:
• The sum of ......... USD has been deducted from crew wages for private traffic.
• The sum of .......... USD has been received by cash;
• grand total sum;
• names and signature of The Master and person, prepared the report.
• separately should be distributed the sum of value added tax (VAT) of Republic of Latvia, which is
applied for traffic via all radio stations of Latvia for local, intertown (trunk-line) and international
subscribers.
8. Appendix
• Form DPM-03.02.02 List of private traffic Rev. 0 Dated: 01.04.2018

LSC SIA LIST OF PRIVATE
TRAFFIC
Ship’s Name: __________________________ Date: __. __. 20__
Period from: _____ GMT of __/__ 20__ till _____ GMT of __/__ 20__
No Person Position Sum Signature

1 2 3 4 5
Grand total (USD):
The sum of _________ USD has been deducted from crew wages for private traffic.
The sum of _________ USD has been received by cash

.
Master: _________________________ (______________________)

Signature Name
Report prepared by: _______________ _________________________ (______________________)
Position Signature Name

Preparations for Departure Approved by: Mikkjal Poulsen
Chapter: 4
SECTION 4
PORT PROCEDURES
Preparations for Arrival in Port Approved by: Aleksejs Sidorenko
Chapter: 1
PREPARATIONS FOR ARRIVAL IN PORT
1. General
A number of activities will need to be completed before arrival and the Master must ensure that all officers
and crew are called in time to carry out these tasks. The Master will need to be informed in time to take
charge of the ship when approaching the pilot station.
Prior to port arrival all navigation equipment, communications equipment including lights and whistles, the
engine telegraph or bridge control unit, and the steering gear are to be tested. Notations to this effect shall be
made in the Deck Logbook and Engine Logbook.
Prior arrival at a port the Master must arrange searching the ship for stowaways, contraband, narcotics, and
other materials restricted by national law at the next port of call. For details refer to Ship Security Manual.
Ship’s Master is directly responsible that any local environmental requirements are known to the ship. He
must request ship's Agent before port entry with respect to any local/ national environmental legislation that
may be needed to be adhered to. This includes at least use of low sulphur fuel for ship’s engines, restrictions
to discharge of sewage and segrated ballast water, ship’s waste discharge in port. In case of any doubts the
Company should be promptly consulted.
Ship’s Master should ensure that local port requirements for “dangerous cargo” signals are known to the ship
and complied with. As per IMO Recommendations on the Safe Transport of Dangerous Cargoes and Related
Activities in Port Areas, the regulatory authority of the port should decide if and when a ship engaged in the
transport or handling of certain specified dangerous cargoes in the port area, should exhibit by day or by
night any special visual signals. Where signals are to be exhibited, they should be:
• by day flag “B” of the International Code of Signals; and
• by night an all-round fixed red light.
Pre-arrival checklists enclosed in this chapter should be completed by OOW, Chief Officer as appropriate
and verified by the Master. Any noted discrepancies or non conformities should be entered into the Deck
logbook.
The Chief Engineer will need notice to prepare the engines for manoeuvring and to make sure that necessary
auxiliaries are available and working. Generally these tests will be carried out within 2 hours before setting
the vessel in standby conditions as required by the checklist DPM-04.01.02. Checklist TMM-02.05.01 also
shall be completed by the Chief Engineer as laid out in the Technical Management Manual.
2. Approaching U.S. Waters

No more than 12 hours before entering U.S. navigable waters, tests in accordance with 33 CFR 164.25 must
be carried out. The tests shall be recorded in the Deck logbook and shall include:
• Primary, secondary and emergency steering gear
• All internal vessel control communications and alarms
• Stand by / emergency generator
• Storage batteries for emergency lighting
• Power systems in vessel control and propulsion machinery spaces
• Main propulsion machinery, ahead and astern
• An emergency steering drill must be conducted within 48 hours unless the drill is carried out
Preparations for Arrival in Port Approved by: Aleksejs Sidorenko
Chapter: 1
regularly at least every three months.
Failure to carry out or record the tests in vessel’s log book may cause delays and the potential for a civil
penalty.
3. Testing of Cargo Equipment on Tankers

The cargo equipment e.g. pumps, pumps alarms, cargo lines and valves, IGS, trips, level alarms etc. should
be checked / tested in accordance with the Tanker Operations Manual. Any observed deficiencies must be
immediately reported to the Company to ensure elimination of ones in due time so that all cargo equipment
functioning properly upon commencement of cargo operations.
Reporting of deficiencies to the Company and Company follow up must be properly recorded in accordance
with SMS requirements.
4. Berthing Preparations
All preparations for entering port shall be made sufficiently in advance so that there is no delay in vessel
docking, cargo handling, or transaction of ship's business.
Such preparations include but are not limited to the following items:
• Having mooring lines on deck and ready for use.
• Having firefighting equipment ready for use.
• Rigging derricks to handle cargo and/or bunker/cargo hoses.
• Having ullage measuring equipment at hand on tank tops for tankers.
• Having all port papers prepared.
• Informing the agent, as appropriate, of requirements in advance by radio.
• Fitting correct size reducers to manifolds for tankers.
• Having notices indicating grades to be handled, in position on cargo manifolds for tankers.
Hydraulic Power shall be kept on deck machinery whenever the vessel is moored, anchored, or underway in
port.
For tankers port and terminal information issued to vessels indicates the size of the shore loading arm, or
hose connections. For terminals where loading arm or hose connection data is lacking or whenever any
doubt exists, the Master should communicate by radio with the agent and request such information
sufficiently in advance of arrival to ensure that the correct reducers are properly fitted prior to berthing.
5. Appendix
• Form DPM-04.01.01 Pre-Arrival Checklist - General Rev. 1 Date: 03.06.2020

• Form DPM-04.01.02 Pre-Arrival Checklist - Navigation Rev. 4 Date: 28.06.2021
LSC SIA
BRIDGE
PRE-ARRIVAL CHECKLIST – GENERAL
CHECKLIST
Ship’s Name: Port:
Following checks are to be carried out by the Master before arrival at the port
No. Check Comments
Advice on local rules sought from ship’s port Agent well in advance
1
before arrival
Required port/ state specific pre-arrival notifications considered and
submitted, such as U.S. eNOAD, AMPD cover, ballast reporting,
2
Asian Gypsy Moth reporting, Paris MOU pre-arrival notification,
Coastal state notification on STS operation, etc.
All concerned parties – agents, authorities, shippers, cargo receivers
3
have been informed about ship’s arrival
Required documentation for the port prepared (i.e. crew list, customs
4
declaration etc.)
All vessel’s and crew certificates valid and will be valid for the next
5
port
The ship’s records, such as log books, oil record books been updated
6
and signed by Master
The crew is informed about ship’s arrival and instructed about their
7
specific duties in port
The crew is aware of specific customs regulations and drugs
8
prosecutions
Dutiable stores checked, locked and sealed in one locker 24 hours prior
9
to arrival in port
Ship prepared for possible PSC inspection and other sudden inspections
10
of local authorities
Ship prepared to pass planned Class surveys, Flag State or vetting
11
inspections
12 The cargo / cargo tanks have been checked before arrival
13 The vessel is ready to discharge / receive cargo
14 The cargo handling equipment has been checked

Operation of environmentally critical equipment checked.
15 Overboard discharge valve marked, sealed with numbered seal, sealing
properly recorded
Any revealed serious ship’s technical defect properly recorded and
16 reported to the Company, corrective actions agreed with the Company
and implemented aboard
Ship’s accommodation is clean and ready to receive visitors; health and
17 hygiene standards are observed. Engine room, machinery spaces, bilges
clean of oil, oily residues and oily rags
Work/ rest regime is in accordance with MLC / ILO requirements, any
18
non-conformity brought to attention of the Company
19 The emergency Port Contact List has been completed and posted
The emergency plan has been prepared for case of a serious accident or
20
emergency in port
Checks carried out by Master:
Date/ time completed:

LSC SIA
BRIDGE
PRE-ARRIVAL CHECKLIST - NAVIGATION
CHECKLIST
Following checks are to be carried out by OOW in conjunction with other Officers within 2 hours before
setting the vessel in standby conditions at arrival in port/ anchorage or defined area
No Check Comments
1 Passage Plan to the berth/ anchorage completed and checked by Master
2 Courses marked on charts of largest available scale and checked by Master
3 Boundary of Inland Rules application established and marked
4 Navigational warnings applicable to area checked and noted on charts
5 Latest navigational warnings and weather reports checked
6 Times and height of tides, direction and velocity of currents checked
7 UKC, Air Draft Clearance and manoeuvring safety margins established
8 Position for end of sea passage and standby conditions determined
9 Position to embark pilot established
10 Contact made with pilots and embarkation arrangements confirmed
11 Crew called to prepare pilot ladder/ accommodation ladder as required
12 Engineers given due notice on the end of sea passage
13 Relevant bridge steaming watch set up
14 Navigation lights, NUC, signal lights, searchlights, floodlights checked
“Dangerous cargo” signal (flag “B” by day and all-round fixed red light by night)
15
prepared and requirements for use in the port area verified
16 Flags and shapes exhibited/readily available, whistle tested
17 Bridge VHF on correct channel/s and tested, portable VHF units tested
18 Radars running and properly set up
19 ECDIS checked for proper operation and settings
20 VDR checked for proper operation
21 AIS settings checked
22 Echo sounder running, proper depth recording checked
23 GMDSS equipment and its reserve source of energy checked
24 GPS on and properly set up and checked for accuracy
25 Master gyro and all repeaters correctly aligned and error known
26 Magnetic compass deviation checked against deviation table
27 Bridge/ Engine Room clocks checked and synchronized
28 All internal communications tested
29 Helmsman of proven ability at the wheel, hand steering engaged
Primary and secondary steering gear tested, including visual inspection of the
steering gear and its connecting linkage, and, where applicable, the operation of the
following:
• Each remote steering gear control system.
• Each steering position located on the navigating bridge.
• The main steering gear from the alternative power supply, if installed.
30 • Each rudder angle indicator in relation to the actual position of the rudder.
• Each remote steering gear control system power failure alarm.
• Each remote steering gear power unit failure alarm.
• The full movement of the rudder to the required capabilities of the steering gear.
• The automatic isolating arrangements and other automatic equipment
• Communication between Bridge and Steering Gear Room
31 Additional steering gear power unit in operation, if available
32 Emergency generator tested in operation
33 Engine revolutions reduced to manoeuvring speed at the end of sea passage
34 Accuracy of all RPM indicator readings verified (Bridge, bridge wings, etc.)
35 Engine room operation in manned mode
36 Bridge, ECR and bridge wings ME telegraphs synchronized and tested
37 Main engine manoeuvring astern/ ahead tested
38 Bow thruster, if fitted, tested to port and starboard
39 Winches and windlass tested
40 Anchors ready to let go, crew on bow station if required
41 Mooring lines on deck as required
Checks carried out by OOW: Date/ time completed:

Signed by Master:

Chapter: 2
Ensuring Ship Safety at Berth Approved by:
Aleksejs Sidorenko
ENSURING SHIP SAFETY AT BERTH
1. Personnel on Board in Port

The Master must ensure that there are always sufficient personnel on board while the vessel is in port in
order to deal with an emergency situation and, if necessary, shift the ship.
2. Safe Mooring
The consequences of any tanker ranging along or breaking away from a berth could be disastrous, especially
during chemical cargo transfer that may include multiple different chemicals. Correct and sufficient mooring
is therefore of the utmost importance. Mooring requirements and arrangements are usually determined by the
location and the lay-out of the terminals, supplemented by recommendations from the pilot.
The Master must ensure that the ship is always safely moored.
3. Mooring Adjustments
Tanker terminals are often located in tidal areas or rivers, with other ships passing at close distances, making
proper mooring and constant checking and adjustment a major safety issue.
The Master should ensure that sufficient personnel are available for mooring adjustments.
If mooring adjustments are required when gangway is rigged at berth, careful consideration should be given
to expected ship's movement, limitation of gangway turn/move, availability of sufficient area for gangway
movement and distance to surrounding structures/obstructions that may damage the gangway or get damaged
themselves. Under normal conditions, ship's movement alongside should be avoided at all times. Any
mooring adjustments at berth should be discussed with the Terminal and agreed before proceeding in order
to assess all forseable risks and consequences.
Deck Watch Officer shall ensure regular check of mooring lines, close monitoring of moorings and gangway
when other ships passing at close distances and taking of appropriate actions for necessary mooring
adjustments.
4. Monitoring Under Keel Clearance
The Master must ensure that the cargo loading / discharging and ballast plans have ensured that the draft at
each berth does not exceed the one needed to keep the ship safely afloat during the anticipated low water.
Before commencing cargo/ ballast operations the depth of the water at berth must be checked.
Deck Watch Officer must remain alerted at critical states of the tide and cargo programme to ensure that the
vessel has a minimum company’s required under keel clearances at all times.
Deck Watch Officer must know any draft limits at the berth, and if there is any doubt, he should have a set
of hand soundings taken around the ship to verify this information. If the vessel is loading close to the
maximum permissible draft Deck Watch Officer must always to take such hand soundings.
Chapter: 2
Aleksejs Sidorenko
5. Weather Monitoring
On arrival at the terminal the vessel must confirm with the terminal and record in the Ship/Shore Safety
Check List the wind speed restrictions which are applicable, i.e.:
• The maximum wind speed at which the cargo operations are to be stopped.
• The maximum wind speed at which the cargo hoses are to be disconnected.
• The maximum wind speed at which the vessel has to cast off.
Deck Watch Officer shall ensure close monitoring of weather forecasts and actual weather conditions in
order to take necessary actions in due time.
6. Use of Standby Tugs

The possibility of using tugs to maintain position should be considered by Master whenever the following
conditions exist or are expected:
• Significant increase in wind speed or change in wind direction, particularly if the tanker has
substantial freeboard.
• Excessive swell.
• Periods of maximum tidal flow.
• Limited under keel clearance (UKC).
• The close passing of other ships.
7. Emergency Use of Tugs

Occasionally, severe environmental conditions may place excessive strain on the moorings with consequent
risk of mooring line failure and movement of the ship in or off the berth. In such circumstances, tugs can
perform a very useful function in holding the ship against the berth in order to reduce the strain on the
moorings.
Master should duly use tugs for this purpose, cargo operations should be immediately suspended, hoses or
loading arms should be disconnected and engines placed on standby.
8. Leaving Berth in Emergency

Whenever a tanker or vessel carrying explosive, flammable, toxic, health-threatening or environment
polluting cargo is berthed, the Master should develop a contingency plan on how best to take the ship off the
berth in the event of an emergency, such as a fire at the shore installation.
It is recognised that in the interest of the tanker, the safety of the shore installation, and often that of the
whole port, the ship should be kept alongside whenever possible. This would improve the possibility of
shore based personnel and equipment being used to tackle an emergency on board.
However, if a fire on a tanker or on a berth cannot be controlled, it may be necessary to consider whether or
not the tanker should be removed from the berth. Planning for such an event may require consultation
between a port authority representative or harbour master, the terminal representative, the master of the
tanker and the senior local authority fire officer.
Chapter: 2
Aleksejs Sidorenko
Elements of the contingency plan for leaving berth in emergency should include:
• Agreed emergency signals
• Port emergency contacts
• Notification procedures
• Assessment of available assistance
• Decision making
• Emergency casting off
• Emergency ship manoeuvre
The plan should stress the need to avoid precipitate action that might increase, rather than lessen, the danger
to the tanker, the terminal, other ships berthed nearby and other adjacent installations.
Such a plan should allow for the possibility that no tugs or pilots may be available at the time when the
emergency makes it necessary to take the ship out of the berth.
The agreed signal to be used in the event of an emergency arising ashore or on board should be clearly
understood by shore and ship personnel.
Deck Watch in Port Approved by: Mikkjal Poulsen
Chapter: 3
DECK WATCH IN PORT
1. General
On any ship moored or at anchor under normal circumstances in port, the Master shall arrange for an
appropriate and effective deck watch to be maintained to
• ensure the safety of life, of the ship, the port and the environment, and the safe operation of all
machinery related to cargo operations;
• observe international, national and local rules;
• maintain order and the normal routine of the ship.
Ship’s Master shall ensure that sufficient number of duly qualified officers and ratings are readily
availability on board at all times to deal with any shipboard emergency, even when the ship is safely moored
or safely at anchor in port.
A licensed deck officer (OOW) shall be on duty at all times while the vessel is in port, except when the
vessel is at a laid-up status.
OOW must ensure that the composition of the watch at all times is adequate and appropriate to the
prevailing circumstances and conditions. In case of any doubt, the Master shall be notified immediately.
Port emergency contact list shall be kept readily available to the OOW in port. It shall indicate telephone
numbers or other means of contacting fire-fighters, police, physicians, hospitals, the Coast Guard, the agent,
and others needed for emergency assistance without delay.
A Night Order Book shall be maintained by the Master, these instructions shall be read and signed by OOW
before taking over the watch.
No deck officer shall be assigned to sole watch keeping duties appertaining to cargo handling operations
unless he is sufficiently qualified, experienced and conversant with the Master's and Company's
requirements in this regard.
Chief Officer shall issue his standing orders relative to handling cargo, ballasting ship, or any other matters
requiring special attention. These instructions shall be read and signed by OOW before taking over the
watch.
During cargo transfer operations Chief Officer/ OOW should use Cargo Transfer Checklist (form TOM-
01.05.03).
The Master shall decide the composition and duration of the deck watch depending on the conditions of
mooring, type of the ship and character of duties. The necessary equipment shall be so arranged as to
provide for efficient watchkeeping.
When in port, foam monitors, if fitted, are to be kept ready for use. Foam monitors in proximity to the cargo
manifold should be directed toward the manifold. If foam monitors are not fitted, hoses and portable foam
equipment are to be rigged to cover the manifold area.
Chapter: 3
Portable dry chemical fire extinguishers are to be placed on each side of the cargo manifold. The fire main
should, when possible, be kept under pressure from ship or shore supply. If the fire main is not under
pressure, the fire pump is to be on standby and ready for immediate use.
Warning board with following warnings shall be posted at the SHORE side of the gangway or
accommodation ladder so as to be most visible to persons boarding the vessel:
• No Naked Lights
• No Smoking
• No Unauthorised Persons
• No Use of Mobile Phones
3. Taking Over Deck Watch

Prior to taking over the deck watch, the relieving Officer shall be informed on the following by the officer
being relieved:
• the minimum depth of the water at the berth or anchorage during the watch and the following two
hours, the ship's draught, the level and time of high and low waters; the securing of the moorings, the
arrangement of anchors and the scope of the anchor chain, and other mooring features important to
the safety of the ship; the state of main engines and their availability for emergency use;
• if the vessel is at anchor, determine the position of the vessel by means of visual cross bearing or by
the prudent use of electronic navigational aids including echo sounder, if visual bearings are not
possible, and compare it to the original ship's and anchor position.
• all work to be performed on board the ship; the nature, amount and disposition of cargo loaded or
remaining, and any residue on board after unloading the ship;
• the level of water in bilges and ballast tanks;
• the signals or lights being exhibited or sounded;
• the number of crew members required to be on board and the presence of any other persons on
board;
• the state of fire-fighting appliances;
• any special port regulations;
• the master's standing and special orders;
• check the weather forecast;
• ascertain that the appropriate signals are being displayed;
• ascertain which officers are aboard;
• check the posted sailing time;
• determine the availability of keys to locked spaces;
• the lines of communication available between the ship and shore personnel, including port
authorities, in the event of an emergency arising or assistance being required;
• traffic movement close to the ship
• any other circumstances of importance to the safety of the ship, its crew, cargo or protection of the
environment from pollution;
• the procedures for notifying the appropriate authority of any environmental pollution resulting from
ship activities;
• additional checks in accordance with local requirements or operational condition of the vessel.
Relieving Officer, before assuming charge of the deck watch, shall verify that:
• the securing of moorings and anchor chain is adequate;
• the appropriate signals or lights are properly exhibited or sounded;
Chapter: 3
• safety measures and fire protection regulations are being maintained;

• they are aware of the nature of any hazardous or dangerous cargo being loaded or discharged and the
appropriate action to be taken in the event of any spillage or fire;
• no external conditions or circumstances imperil the ship and that it does not imperil others.
4. Performing the Deck Watch

The OOW shall be up and about the decks during the watch and shall not leave the vessel, except on duty in
the immediate vicinity, until properly relieved.
The Officer in Charge of the Deck Watch (OOW) shall:

• make rounds to inspect the ship at appropriate intervals at least once during each hour (if operational
condition of the vessel permits and upon positive notification of the Chief Officer or Master); If the
OOW is unable to make this inspection, then another member of the watch shall be assigned to do
so; an appropriate entry on the result of safety rounds shall be made in the Port Log and/or in SSSCL
(Ship Shore Safety Checklist). Any abnormalities or observations must be immediately rectified and
reported to Chief Officer or Master;
• obtain by all means and keep records of weather forecasts, tide rates ,traffic movements;
• pay particular attention to:
· the condition and securing of the gangway, anchor chain and moorings, especially at the turn
of the tide and in berths with a large rise and fall, if necessary, taking measures to ensure that
they are in normal working condition,
· the draught, under-keel clearance and the general state of the ship, to avoid dangerous listing
or trim during cargo handling or ballasting,
· the weather and sea state,
· the observance of all regulations concerning safety and fire protection,
· the water level in bilges and tanks,
· all persons on board and their location, especially those in remote or enclosed spaces, and
· the exhibition and sounding, where appropriate, of lights and signals;
· unpredicted changes in environmental conditions and traffic movements affecting ship’s
safety
• in bad weather, or on receiving a storm warning, take the necessary measures to protect the ship,
persons on board and cargo;
• take every precaution to prevent pollution of the environment by the ship;
• in an emergency threatening the safety of the ship, raise the alarm, inform the master, take all
possible measures to prevent any damage to the ship, its cargo and persons on board, and, if
necessary, request assistance from the shore authorities or neighbouring ships;
• be aware of the ship's stability condition so that, in the event of fire the shore fire-fighting authority
may be advised of the approximate quantity of water that can be pumped on board without
endangering the ship;
• offer assistance to ships or persons in distress;
• take necessary precautions to prevent accidents or damage when propellers are to be turned; and
• enter in the appropriate log-book all important events affecting the ship such as:
· all tests of equipment;
· drafts and deadweight arriving and sailing;
· details of cargo/ballast handled with pertinent details of the operation;
· water salinity on arrival at and prior to departure from a berth;
· weather information;
· cargo segregation, type and loading rate;
Chapter: 3
· inspection of ship’s condition to confirm of seaworthiness;

· Notice of Readiness tendered;
· tanks (holds) inspection by surveyors;
· any specific instructions concerning the cargo;
· any notice of protest issued by vessel or received;
· precaution to minimize the risk of oil spills;
· any information pertinent to the operation of the vessel or its personnel;
· notation of security inspections;
· details of maximum Bending Moment and Shear Force on sailing.
The OOW shall pay careful attention to ensure that:

• the gangways, gangway safety nets, accommodation ladders, and pilot ladders are properly rigged,
illuminated during darkness, and kept at safe condition at all times when the vessel is at a berth or at
anchor;
• the gangway, accommodation ladder, or pilot ladder is adjusted to meet with the changes in the ship's
draft or tidal conditions and that it is kept clear of obstructions;
• a life buoy with buoyant line with a light attached shall be kept at hand the gangway,
accommodation ladder, or pilot ladder;
• adequate lighting is to be provided at night, either by means of a spotlight or by portable floodlights
of an approved type;
• the gangways, accommodation ladders, and pilot ladders shall be repaired as necessary and shall be
taken out of service immediately if damaged. Non-skid treads shall be replaced when necessary. An
approved safety net shall be used with all ships gangways and shore ladders.
• all persons boarding or leaving the vessel must do so by way of the gangway, accommodation
ladder, or pilot ladder. No person shall be permitted to board or leave the vessel until a proper means
of access is available.
OOW shall ensure that security patrols and following precautions are to be taken:
• when the vessel is at a berth, the OOW shall make a careful inspection of the vessel prior taking over
the watch and at least once during each hour. If the OOW is unable to make this inspection, then
another member of the watch shall be assigned to do so;
• in addition to the foregoing, during the night, watch personnel shall make a security inspection of
unfrequented parts of the vessel, at one hour intervals of not more than two hours to detest any
outbreak of fire or other dangerous condition;
• on completion of each of the foregoing inspections, an appropriate entry shall be made in the Deck
Logbook;
• all precautions are to be taken to prevent unauthorized persons boarding the ship;
• visitors shall be permitted aboard company vessels only in accordance with governmental and
terminal regulations, company instructions, with the permission of the master and according to Ship
Security Plan requirements;
The OOW shall measure the density of the water upon arrival at, and prior to departure from, a berth. The
measurement taken prior to sailing shall be taken shortly before completion of cargo operations, if loading,
so that the proper adjustments can be made to the draft. The measurements are to be recorded in the Deck
Logbook.
The OOW has to ensure that pollution prevention precautions are permanently complied with and shall pay
particular attention to the following:
• plugging of scuppers and where fitted dump valves;
Chapter: 3
• constant monitoring of water surface around the ship to detect any pollution;
• monitoring funnel emissions to detect any air pollution;
• monitoring position of cargo hoses to prevent their wrong positioning, becoming nipped between the
ship's side and the dock structure.
• maintaining of required ship’s position at the berth to avoid undue strain on hoses or rigid cargo
arms.
Mooring lines shall always be secured to bitts and should never be left on winch drums except when secured
to winches specially designed for this purpose. The OOW shall make sure that mooring lines are attended to
as necessary to ensure that they do not become excessively slack or taut.
Having received gale warning OOW shall ensure that following measures have been taken:
• main engines are kept in permanent readiness;.
• additional mooring lines are arranged, if necessary;
• cargo operations are duly ceased and hoses/ arms disconnected.
Before testing the engines when the vessel is at a berth or at anchor, the engineer officer on watch must
obtain the permission of the OOW. Prior to granting such permission, the OOW shall ensure that
• all the mooring lines are tight;
• ladder/ gangway is in safe position;
• cargo hoses/ arms are disconnected; and
• the propeller is clear.
Preparations for Departure Approved by: Aleksejs Sidorenko
Chapter: 4
PREPARATIONS FOR DEPARTURE

1. Responsibilities
The Master is responsible for evaluating the readiness status of the vessel for departure, he must set the time
for ship’s departure and duly notify ship’s senior officers on details of the voyage. The Master bears overall
responsibility that the ship is ready for departure in all respects.
The Chief Officer is responsible that the cargo is loaded in accordance with applicable rules and regulations
and that proper cargo documentation is available. He has to ensure that the ship within his department is in
all respect secured and equipped for the intended voyage. All deck machinery required for departure must be
in a good and workable condition. Further he must ensure that everything within his department is properly
secured and stored.
The Navigation Officer is responsible that a proper voyage planning has been carried out and that all
required nautical publications, including navigational charts are up to date. A comprehensive passage plan
covering “Berth-to-Berth” must be prepared prior to departure, this plan must be approved by the Master.
Navigation Officer shall ensure that all navigation and communication equipment required for a safe
departure has been checked and tested prior to departure.
The Safety Officer is responsible that the fire fighting and lifesaving equipment is in place and operational
order, within the validity dates and ready for immediate use;
The Chief Engineer is responsible that the machinery required for departure is in a good and workable
condition. He must ensure that the vessel has sufficient fuels, lubricating oils and water on board required for
the intended voyage. Further he must ensure that everything within his department is properly secured and
stored.
2. Verification of Intact Stability and Damage Stability for Tankers
2.1 Definitions
The stability and buoyancy characteristics of a ship typically include, but are not limited to, the draft, trim,
heel, height of the center of gravity (KG), righting arm (GZ) and metacentric height (GM).
The term intact stability refers to the pre-calculated stability and buoyancy characteristics of an undamaged
ship in a static condition, which are evaluated during approval of the ship’s stability information or prior to
the ship’s departure from port.
The term damage stability refers to the pre-calculated stability and buoyancy characteristics of a damaged
ship in a static condition, which are evaluated during approval of the ship’s stability information or prior to
the ship’s departure from port. Damages of varying size and layout are applied, up to the maximum extent
of damage defined in the applicable regulations, to determine whether the ship has adequate stability
characteristics to attain a specified equilibrium after absorbing the damage and whether the ship has
sufficient reserve buoyancy to withstand flooding. Damage stability is normally calculated for individual
loading conditions based upon the ship’s specific draft and trim, the specific gravity and level of liquids in
each tank, and value of the condition KG or GM. The result is also dependent upon maintenance of the
watertight and weathertight boundaries of the buoyant hull. If any of these factors change, or the boundary of
the hull is not maintained watertight or weathertight, the calculations are no longer valid and the ship may
not meet the survival criteria.
Chapter: 4
It should be noted that compliance with basic intact stability criteria does not ensure compliance with
damage stability requirements. In a particular loading condition, a vessel may need intact stability
characteristics well in excess of the statutory minimum to ensure compliance with damage stability.
2.2 Requirements
It is required under SOLAS, MARPOL and IBC Code to ensure that the vessel is loaded in accordance with
all relevant stability criteria, prior to proceeding to sea. In the case of oil tankers and chemical tankers the
damage stability provisions of MARPOL Annex 1 and the IBC Code apply respectively in place of the
damage stability requirements of SOLAS Chapter II-1, Parts B-1 to B-4.
The vessel must be loaded in accordance with approved Stability Information Booklet and stability
instrument (computer program), if used as a supplement to the Stability Information Booklet for the purpose
of determining compliance with the relevant stability criteria.
Any operational tanker loading condition which includes cargo must be individually verified to meet the
appropriate damage stability standard prior to departure. It is critical to verify ship’s damage stability
characteristics before departing port, because in the unlikely event that damage does occur during a voyage,
there will be no time for computations and the crew will probably not be in a condition to conduct a careful
analysis of the ship’s stability.
If a ship is not in full compliance with the damage stability regulations, then the loading of the vessel must
be adjusted so that compliance is achieved prior to departure from port.
2.3 Responsibility
It is the responsibility of the Master to ensure the ship is loaded in accordance with the applicable intact and
damaged stability criteria during all operational cargo conditions. The Master may also be required to
demonstrate compliance with these stability criteria to different surveying and inspecting authorities.
2.4 Information
The Master should be provided with sufficient information to demonstrate the ship is loaded in a manner
which will ensure compliance with the relevant regulations which apply to ship’s type, size and age.
Information to be provided should include:
• Load Line information;
• shear force and bending moments information;
• KG, draught and trim information;
• intact stability information; and
• damage stability information.
Information provided to the Master in the form of a Stability Information Booklet contains loading
conditions (including ballast conditions) which have been verified to ensure compliance with both intact and
damage stability requirements relative to its ship type.
It should be noted that a ship’s damage stability is calculated for specific loading conditions based upon the
ship’s draft, maintenance of watertight integrity, specific liquid levels in each tank, specific gravity of cargo,
and specific values of KG and/or GM. If any of these factors change, the calculations are no longer valid,
and the ship may not meet the survival criteria.
Chapter: 4
2.5 Stability Verification Procedure
2.5.1 General
During normal operations the strength and intact stability of a tanker is assessed by using loading computer
program. Compliance with intact stability shall be demonstrated before proceeding to sea and evidence of
this documented.
There are currently following main possible options for a ship Master to ensure compliance with damage
stability:
• To use an approved stability instrument (loading computer or stability computer programme capable
of verifying compliance with damaged stability requirements) or other acceptable method to check
that specific loading condition complies with damage as well as intact stability.
• To load the vessel only in accordance with standard loading conditions from the approved Intact
Stability Information Booklet, as these should also have been approved for damage.
• Where there is significant variation from the standard loading conditions in the approved Stability
Information Booklet, to obtain approval from the Administration, or a recognized organization acting
on its behalf, for the proposed loading condition.
Assessment of a ship’s loaded condition prior departure should be carried out in following order.
2.5.2 Measurements
The first step in verifying damage stability compliance is to make a careful assessment of the ship’s actual
condition, once it is loaded and/or ballasted for departure. At a minimum, the assessment of the ship’s actual
condition should include the following steps:
• Determine the ship’s forward and after drafts, along with the midships draft, if available;
• Confirm that the cargo measuring devices (gauges) are working and accurate;
• Gauge the levels of all cargo and ballast tanks;
• Confirm the specific gravity of the loaded cargo(es); and
• Record the above information.
Once the data above is obtained, the information should be recorded, and then used to calculate other
variables which will be needed to verify damage stability compliance, such as trim, GM or KG.
Depending on ship-specific information and stability instrument the following main methods should be used
to verify compliance with the damage stability regulations.
2.5.3 Use of Approved Stability Instrument
A stability instrument may be used to verify compliance with damage stability regulations, provide the
instrument has been verified by the Administration (or recognized organization acting on its behalf) as
complying with stability requirements and its use has been authorized in service of the ship. It is important to
confirm that any authorization for the stability instrument covers both intact stability and damage stability
requirements.
Once the ship is loaded for departure, the ship’s actual stability characteristics can be entered into the
stability instrument to verify that the ship complies with the damage stability requirements. There should be
specific instructions describing how to use the stability instrument, the tolerances used by the software, and
Chapter: 4
how to interpret the results. If necessary, there should be specific instructions describing the required level of
accuracy for tank gauges, and describing whether additional underway calculations are needed to verify
continued compliance with the damage stability requirements.
2.5.4 Use of Approved Loading Conditions
For ships which do not have an approved stability instrument which enable damage stability verification of
the live loading condition to be made on board prior to departure, loading should always be made strictly in
accordance with an approved loading condition.
In relation to a tanker certified under MARPOL Annex I or the IBC Code, an approved loading condition is
a unique individual condition of loading, taking account of the combination of lightship and all individual
deadweight items, which has been verified by the Administration (or recognized organization acting on its
behalf) as complying with both intact and damage stability criteria, and is approved for use in service of the
ship.
If a ship is loaded in accordance with one of the approved conditions provided in the Stability Information
Booklet, the ship complies with the damage stability requirements.
Verification that the ship is loaded in accordance with an approved condition must be carried out before
ship’s departure, any variation should be assessed taking into account following guidance.
Any variation from an approved loading condition could result in non-compliance with the damage stability
requirements. However, it is accepted that the probability of non-compliance is low when the differences in
loading are very small, so it is allowable to permit minor variations from an approved loading condition. To
permit practical operation of tankers, having regard to small variations in cargo SG, stores and minor tank
fillings, it is considered necessary to permit some variation in loading from an approved condition. A ship
may be considered to be loaded in accordance with an approved condition if the variation is less than:
• 1% by mass for the filling of any individual cargo tank, slop tank or water ballast tank;
• 2 cm for the overall KG or GM (corrected for free surface);
• 10 cm for the mean draft; and
• 30 cm for the trim.
A vessel which loads within the boundary provided by an approved pair of departure and arrival conditions,
derived from a fixed distribution of cargo and ballast, may be considered to be loaded in accordance with
these conditions. Provided the approved loading condition which is being loaded is approved for both 100%
departure and 10% arrival capacity of consumables and stores, the approval of this condition covers
departure from or arrival at port with any level of consumables between 100% and 10%. To satisfy this
guidance, the live loading condition should fall within the following limits:
• displacement, to fall within the range of displacements of the approved departure and arrival
conditions;
• KG/GM (corrected for free surface) to fall below a value determined by linear interpolation at the
live condition displacement between the approved departure and arrival conditions used to verify
damage stability compliance;
• trim, to fall within the range of trims described by those of the approved departure and arrival
conditions.
A ship may exceed these variations and still be considered to be loaded in accordance with an approved
condition, if the Administration (or recognized organization acting on its behalf) has evaluated the
Chapter: 4
variations, confirmed that the ship will still comply with damage stability requirements, and approved the
variations for use in service of the vessel.
2.5.5 Use of Shore-based Support
Once the ship is loaded for departure the ship’s actual stability characteristics may be sent to the Company
office ashore for remote verification of compliance with damage stability requirements with the
Administration (or recognized organization acting on its behalf) and for direct approval of the loading
condition. Where this type of verification is employed, the ship should not sail until a copy of the damage
stability approval has been received.
At any time, the Administration (or recognized organization acting on its behalf) may approve additional
loading conditions for use in service of the ship and append these conditions to the stability information.
In case the vessel has not stability instrument that may be used to verify compliance with damage stability
regulations, any planned loading which differs approved conditions should be immediately reported to the
Company for duly verification and approval by the Administration (or recognized organization acting on its
behalf).
2.6 Documentation and Records
Verification of compliance with damage stability requirements should be properly documented, including a
method of retaining manual calculations and/or stability instrument printouts used to verify compliance, so
that this information can be provided to third parties, such as surveyors or port state control inspectors.
The following documentation for demonstrating compliance with damage stability requirements should be
retained on board for a minimum of 3 (three) years:
1) In the case where the verification is made on board using stability instrument:
• Approved stability information.
• Approved damage stability calculations.
• The actual recorded loading condition.
• Authorization from the Administration (or RO acting on its behalf) accepting the use of the
stability instrument to verify conditions of loading on board the ship
• Evidence of any check calculations specified in the authorization issued by the Administration
(or RO acting on its behalf) to demonstrate that the stability instrument remains accurate.
• Output data from the stability instrument confirming the loading condition meets intact and
damage stability. All relevant damage cases should be considered.
2) In the case where the ship is loaded in accordance with an approved loading condition from the
approved stability information:
• The actual recorded loading condition.
• Confirmation of the approved loading condition upon which compliance is based.
Comparison of the two conditions should confirm that the live loading condition lies within the
acceptable tolerances.
Chapter: 4
3) In the case where a ship is loaded to a condition which is not an approved loading condition, and the
verification is made by submission of this loading condition directly to the Administration (or RO
acting on its behalf) for approval:
• The recorded loading condition and evidence of transmission of this loading condition to the
Administration (or RO acting on its behalf) for approval.
• Response from the Administration (or RO acting on its behalf) confirming that the loading
condition has been verified for compliance with damage stability and is approved for departure.
3. Pre-departure Notices and Checks
The Chief Engineer will need notice due notice to prepare the engines for departure and to make sure that
necessary auxiliaries are available and working. It is obligatory that these tests should be carried out fully in
accordance with SOLAS requirements. Checklist TMM-02.06.01 shall be completed by the Chief Engineer
as laid out in Technical Management Manual.
Pre-departure checklist Form DPM-04.04.01 enclosed in this chapter should be completed by OOW, Chief
Officer as appropriate and verified by the Master. Any noted discrepancies or non conformities should be
entered into the Deck logbook. For ECDIS checks and comparison of all sensors, especially position,
heading and speed sensors shall be carried out before departure in order to support accurate, safe navigation
and to prevent over reliance on any one sensor.
The appropriate personnel completing the readiness checks must inform the Master of any discrepancies. A
notation must be made in the Deck logbook attesting to the readiness status and all completed Checklists
retained on board.
4. Appendix
• Form DPM-04.04.01 Pre-Departure Checklist Rev. 2 Dated: 28.06.2021
LSC SIA
BRIDGE
PRE-DEPARTURE CHECKLIST
CHECKLIST
Following checks are to be carried before getting underway when departing
from the berth/ STS location, anchorage, drifting position, etc.
No. Check Comments
1 Sailing time established and ship’s Agent advised
2 Sailing time announced to all crew
3 Chief Engineer advised on sailing time
4 Tugs and pilots ordered. Draft for sailing established.
5 Passage Plan from berth to sea or anchorage drawn up, checked by the Master
6 Pilot books, light list and port information checked
Charts, showing adequate coverage and of largest suitable scale, corrected to date,
7
ready with courses drawn and checked
8 Charts and courses closely examined and possible hazards located and marked up
9 Boundary of Inland Rules application established and marked
10 Navigation warnings applicable to area checked and marked on charts
11 Times and height of tides checked
12 Direction and velocity of currents checked
13 Any restrictions on draught, trim, speed, time taken into consideration
Under keel clearances, air draft clearances and other manoeuvring safety margins
14
established
15 Weather reports checked
16 Cargo/ballast operations completed
17 All cargo tank openings closed
Vessel in all respects secured for intended sea voyage, watertight integrity
18 ensured. Ship stresses, stability and damage stability verified and found in
compliance with applicable requirements
Sufficient fuels, lubricating oils, water and provision on board required for the
19
intended voyage
20 Cargo papers on board
21 Port clearance aboard
22 All personnel aboard
23 Vessel checked for stowaways and contraband
24 Ship’s internal telephone communications tested
25 Portable VHF units tested
26 Pressure on fire mains
27 Main Engine emergency stop
28 Bridge, ECR and bridge wings ME telegraphs synchronized and tested
29 Main engine tested ahead and astern
30 Bow thruster, if fitted, tested to port and starboard
Primary and secondary steering gear tested, including visual inspection of the
steering gear and its connecting linkage, and, where applicable, the operation of
the following:
• Each remote steering gear control system
• Each steering position located on the navigating bridge and bridge wings
• The main steering gear from the emergency power supply
31 • Each rudder angle indicator in relation to the actual position of the rudder
• Each remote steering gear control system power failure alarm
• Each remote steering gear power unit failure alarm
• The full movement of the rudder to the required capabilities of the steering
gear
• The automatic isolating arrangements and other automatic equipment
• Communication between Bridge and Steering Gear Room
32 Winches and windlass tested
33 Clocks synchronized
34 Radars running and properly set up
35 Echo sounder and shallow water indicators running
36 GPS on and properly set up and accuracy checked
37 Master gyro and repeaters correctly aligned and error known
38 Magnetic compass deviation checked against valid deviation table
39 Whistle tested
GMDSS equipment and its reserve powers supply checked by the Designated
40
GMDSS Radio Operator
41 Bridge VHF on correct channel/s and tested
42 LRIT checked for proper operation
43 Voyage Data Recorder (VDR) checked for proper operation
44 BNWAS switched on, tested
45 Automatic Identification System (AIS) switched on, checked and re-programmed.
When ECDIS used as primary mode of navigation - general:
46.1 ECDIS switched on, checked for proper operation and free of any defects
46
Training in case of loss of sensor input information carried out by Master
46.2
for all Deck Officers
When ECDIS used as primary mode of navigation - correct alignment with input sensors checked:
47.1 Radar
47.2 DGPS No1. and DGPS No.2
The position of the “own-ship” icon at berth checked for inputs from
47.3
DGPS No.1 & DGPS No.2 and found accurate
47
47.4 Gyro compass
47.5 Echo sounder
47.6 Speed log
47.7 Wind
47.8 Other (specify):
48 Completed Pilot Card ready to hand over to pilot
49 Flags, lights and shapes exhibited/ readily available
50 Pilot Card handed over to the pilot
51 Pilot-Master exchange completed. Plan for unmooring established with pilot
52 Number, method of use, disposition and power of tugs established
53 Safety measures for tugs coming alongside established
54 Sequence of line handling established
Plan for passage from berth to sea or anchorage discussed with pilot and agreed as
55 necessary in light of pilot's local knowledge, taking into account safety
precautions
56 Whether or not pilot to be changed established
57 If pilot to change, details known
58 Position of disembarking pilot established
59 Position for commencement of sea passage established
60 Deck Officers aware of all plans pertinent to unmooring
61 Officers and crew at stations for unmooring
62 Bridge steaming watch set and duties assigned
63 Helmsman of proven ability assigned to the wheel
64 Engines on standby
65 Anchors ready to let go, anchor party on station if required
66 Contact made with pilot station and disembarking arrangements confirmed
Pilot ladder rigged, light fitted, lifebuoy, manropes in position, and all checked by
67
a licensed Deck Officer
68 One Officer and one Rating assigned to disembark pilot
69 Engineers given notice of commencement of sea passage
Engine room advised of exact time on commencement of sea passage and notation
70
made on course recorder chart roll
71 Vessel secured for sea
Checks carried out by OOW:
Checks carried out by Ch. Officer:
Signed by Master:

Section 5 -Marine Operations Approved by: Mikkjal Poulsen
Chapter: 0
SECTION 5
MARINE OPERATIONS
Personal Transfer Operations Approved by:
Aleksejs Sidorenko
Chapter: 1
PERSONAL TRANSFER OPERATIONS

The are several methods of transferring personnel to/ from the vessel or between vessels at sea:
• Using a pilot ladder.
• Using an accommodation ladder (with or without a pilot ladder).
• Using a helicopter.
• Using a vessel crane and a personnel transfer basket (PTB).
When transfer is being considered, the means of transfer should be evaluated by risk assessment, bearing in
mind that residual risks may still be unacceptable and the decision not to transfer should always be
considered as an option.
This procedure applies when transferring personnel between vessels at sea when the ship is underway or at
anchor using pilot ladder or pilot ladder in combination with accommodation ladder. Special attention has
been drawn to marine pilot transfers as the most frequent and challenging transfer operation.
Operations for personnel transfer by helicopter are covered by the procedure DPM-05.07.
Personal transfer operations between ships using a vessel crane and a PTB are covered by the procedure
SSWP-04.12.
Many marine pilot transfers have resulted in pilot fatalities and serious disabling medical conditions from
body stressing, being hit, and falls. A brief review of the descriptions of these accidents indicates they
resulted from falls from a height, drowning (after being unconscious from head injuries), crush injuries,
struck by cutter after fall from a height, and/or a combination of these mechanisms.
Normally, pilots board and disembark using a traditional rope ladder from and to a pilot boat. However, this
can be a very dangerous procedure if those involved do not adhere to IMO standards or fail to practise
acceptable seamanship skills. Nevertheless, pilot ladders remain the most safe and efficient way to board
ships at sea and there is usually no alternative.
Pilots have the right to decline to board vessels offering defective ladders, which can result in serious delay.
Pilots are also required to report defects in boarding ladders to port state control authorities, which could
lead to a full Port State Control inspection with the risk of delay and financial penalties.
2. Requirements
The principal documents relating to the specification and rigging of pilot ladders and personal transfer
operations are:
• SOLAS Chapter V: Safety of Navigation – Regulation 23 Pilot Transfer Arrangements. In general,
this regulation deals with the ship borne side of matters and attendance on the pilot by the crew.
• IMO Resolution A1045 (27). Broadly speaking, this deals with the general dimensional issues.
• ISO 799-1:2019 Ships and marine technology - Pilot ladders - Part 1: Design and specification
replacing the previous standard ISO 799:2004. This document amplifies IMO Resolution A889 by
giving engineering specifications for the construction of ladders.
• MSC Circular 1428/Rev.1- introduced the IMO Ladder Poster “Required Boarding Arrangements for
Pilot”
Aleksejs Sidorenko
Chapter: 1
3. Responsibilities
Ship’s Master should ensure that:
• ladders are SOLAS compliant;
• the inspection regime and records are adequate;
• replacement ladders are quickly and readily available on board.
The Master should:

• closely supervise the rigging of pilot ladders
• closely observe the shipping/landing of personal from ladders, ensuring that SOLAS requirements
are met
• maintain a lee until the pilot vessel is well clear.
The Master is responsible for training the crew to make them proficient in rigging the pilot ladder, and
personal transfer operations should be treated with great importance.
Where an accident such as falling of a person takes place during embarkation or disembarkation, the Master
shall try to what is for saving and treating the person and shall report and investigate the accident as per
SMS procedures.
Responsible deck officer assigned to supervise personal transfer is responsible for checking of the pilot
ladder before use, proper rigging of pilot ladder and combination ladder when required. He shall also ensure
that the pilot ladder is secured at a proper height so that its lowest step may reach the pilot boat, but not
become awash the sea surface by being too long.
OOW shall ensure that personal transfer is conducted in safe manner and in compliance with this procedure.
4. Personal Transfer Arrangements and Procedures

4.1 Transfer Arrangements
Safe and convenient access to, and egress from, the ship shall be provided by either:
• a pilot ladder requiring a climb of not less than 1.5 m and not more than 9 m above the surface of the
water, so positioned and secured that:
- it is clear of any possible discharges from the ship,
- it is within the parallel body length of the ship and, as far as is practicable, within the mid-ship
half length of the ship,
- each step rests firmly against the ship’s side; where constructional features, such as rubbing
bands, would prevent the implementation of this provision, special arrangements shall, to the
satisfaction of the Administration, be made to ensure that persons are able to embark and
disembark safely,
- the single length of pilot ladder is capable of reaching the water from the point of access to, or
egress from, the ship and due allowance is made for all conditions of loading and trim of the
ship, and for an adverse list of 15°; the securing strong point, shackles and securing ropes shall
be at least as strong as the side ropes; or
• an accommodation ladder in conjunction with the pilot ladder, whenever the distance from the
surface of the water to the point of access to the ship is more than 9 m the accommodation ladder
shall be sited leading aft. When in use, the lower end of the accommodation ladder shall rest firmly
against the ship’s side within the parallel body length of the ship and, as far as is practicable, within
the mid-ship half-length and clear of all discharges.
Aleksejs Sidorenko
Chapter: 1
All arrangements used for personal transfer shall efficiently fulfil their purpose of enabling personal to
embark and disembark safely. The appliances shall be kept clean, properly maintained and stowed and shall
be regularly inspected to ensure that they are safe to use. They shall be used solely for the embarkation and
disembarkation of personnel.
Arrangements shall be provided to enable the pilot to embark and disembark safely on either side of the ship.
The pilot normally transfers himself from or to the pilot boat on the lee side of the ship in wind and waves.
The pilot ladder shall, therefore, be ready to use either side of the ship. Concretely, the following items shall
be ready for use on both sides of the ship:
• safe points of access (including handhold stanchions and bulwark ladders);
• ring plates for rigging the pilot ladder;
• lighting arrangement.
In all ships where the distance from sea level to the point of access to, or egress from, the ship exceeds 9 m,
and when it is intended to embark and disembark pilots by means of the accommodation ladder in
conjunction with a pilot ladder, the ship shall carry such equipment on each side, unless the equipment is
capable of being transferred for use on either side.
4.2 Pilot Ladders
A pilot ladder should be certified by the manufacturer as complying with the requirements of an
international standard acceptable to the IMO.
Ladders conforming to ISO 799-1 shall be designated by the following indications, in the order given:
a) Name: “Pilot ladder ISO 799-1”;
b) “S” followed by the number of steps; and
c) “L” followed by the length of the securing rope of the ladder, in meters.
The bottom of the top step and bottom of the lowest spreader step of the ladder shall be marked with:
• the name and address of the manufacturer;
• the manufacturer’s model designation;
• “ISO 799-1” and “SOLAS”;
• the year of assembly or reassembly of the ladder;
• identification of the approved maritime safety administration, along with any approval indications
required by that administration, and
• where used, identification of an approved organization acting on behalf of the maritime safety
administration.
General requirements of ISO 799-1:2019 standard for pilot ladders:

• Each wooden part shall be made of hardwood (ash, oak, beech, teak, and other hardwood having
equivalent properties) free from knots. Wood shall not be treated or coated with paint, varnish or
other coatings, which either change the friction coefficient or hide the natural grain.
• Each step in the ladder shall be supported by side ropes. Each side of the ladder shall consist of a
continuous loop of rope with the joint above the top step or below the bottom step.
• Each side rope shall be mildew-resistant manila rope meeting relevant quality standard, or a spun
thermoset polyester rope with a polypropylene core of a colour that contrasts with the spun polyester.
• Each of the side ropes shall be wholly continuous rope without any knots, joints or splices and not be
painted or otherwise coated or covered.
• Step fixtures for securing each step of a ladder shall have rope seizing or purpose made arrangement
such as solid nylon clamp blocks or hardwood clamp blocks to prevent the fasteners from loosening.
Aleksejs Sidorenko
Chapter: 1
Cable ties, u-clamps, worm driven clips are unacceptable.

• Rope seizing shall consist of three-ply tarred marline with a minimum diameter of 4 mm, or other
suitable material of equivalent strength and diameter. All seizings shall be figure-of-eight racking
seizings, minimum length of seizing 32 mm.
• The side ropes shall not have fittings or form loops at the bottom of the ladder that can be used to
attach additional ladder sections or tripping lines.
• The ends of each side rope, which do not terminate in a splice or fitting, shall be served, whipped or
otherwise treated to prevent fraying.
• If the ends of the side ropes terminate just above the top step (highest step), they shall round a
thimble and the end shall be joined with a short splice.
• If the ends of the side ropes on each side terminate just beneath the lowest step, the
rope ends shall pass through the holes in the lowest step and use similar step
fixtures as the other steps. A rope seizing, as per the other steps, shall be made
immediately under step fixtures. A second rope seizing shall be provided 60 mm
under the first seizing. The loose ends of the rope shall be whipped as close as
possible to the second rope seizing to protect against fraying. An accepted method
is a 25 mm whipping. The loose ends of the rope shall be as short as possible, but
not less than 50 mm below the second seizing and under no circumstances can
loops be allowed.
All ships shall be inspected to ensure that pilot transfer arrangements and their appliances are in
conformance with SOLAS Regulation V-23 and IMO Resolution A.1045(27). Inspections shall be
conducted by a Recognized Organization at each safety equipment survey.
All pilot ladders used for pilot transfer aboard the ship shall be clearly identified with tags or other permanent
marking so as to enable identification of each appliance for the purposes of survey, inspection and record
keeping. A record shall be kept on the ship as to the date the identified ladder is constructed, placed into service
and any repairs effected. Ladders shall be renewed at 30-months intervals at a minimum from the ladder
construction date.
Pilots’ ladders must always be maintained in a good, clean condition and every precaution shall be taken to
ensure the safety of the embarking/disembarking personal.
4.3 Combination Ladder
If the climb height of the ladder is greater than 9 metres then an accommodation ladder will need to be
rigged in combination with the pilot ladder. IMPA recommends that a 9-metre mark be indicated so that the
pilot can readily find whether the distance from sea level to the point of access exceeds 9 metres or not.
The length of the accommodation ladder should be sufficient to ensure that its angle of slope does not
exceed 45°. The lower platform shall be a minimum 5 meters above the sea level. Accommodation ladder
should be secured to ship's side using magnetic or pneumatic system or to eye pad if fitted.
The accommodation ladder must be secured against the ship's side within the range from 5 to 7 metres.
The lower platform of the accommodation ladder should be in a horizontal position when in use.
Intermediate platforms, if fitted, should be self-levelling. Treads and steps of the accommodation ladder
should be so designed that an adequate and safe foothold is given at the operative angles.
Aleksejs Sidorenko
Chapter: 1
The ladder and platform should be equipped on both sides with stanchions and rigid handrails, but if
handropes are used they should be tight and properly secured. The vertical space between the handrail or
handrope and the stringers of the ladder should be securely fenced.
The pilot ladder should be rigged immediately adjacent to the lower platform of the accommodation ladder
and the upper end should extend at least 2 m above the lower platform. Sufficient consideration should be
given during operation, as well as in design so that the pilot ladder does not foul the lower platform of the
accommodation ladder or become detached.
4.4 Access to the Ship’s Deck
Transfer of personal between ladder and ship's deck, although instantaneous, is not only the most critical
phase but also the most tense among the activities of personal as they are obliged to hang on for their lives
by a single arm in quite an unstable posture. It is especially important to confirm that handhold stanchions
and bulwark ladder and its handrails are correctly secured to their respective rests and bits.
Means shall be provided to ensure safe, convenient and unobstructed passage for any person embarking on,
or disembarking from, the ship between the head of the pilot ladder, or of any accommodation ladder or
other appliance, and the ship’s deck. Where such passage is by means of a gateway in the rails or bulwark,
adequate handholds shall be provided. Where such passage is by means of a bulwark ladder, two handhold
stanchions rigidly secured to the ship’s structure at or near their bases and at higher points shall be fitted.
The bulwark ladder shall be securely attached to the ship to prevent overturning. Stanchions and the bulwark
ladder shall be secured separately. An insecure bulwark ladder and the absence of stanchion can lead to a
serious accident.
Two handhold stanchions should be fitted at the point of embarking on or disembarking from the ship on
each side which should be not less than 0.7 m or more than 0.8 m apart. Each stanchion should be rigidly
secured to the ship's structure at or near its base and also at a higher point, should be not less than 32 mm in
diameter and should extend not less than 1.2 m above the top of the bulwarks. Stanchions or handrails
should not be attached to the bulwark ladder.
4.5 Associated Equipment
The following associated equipment shall be kept at had ready for immediate use when persons are being
transferred:
• two man-ropes of not less than 28 mm and not more than 32 mm in diameter properly secured to the ship
if required by the pilot; man-ropes shall be fixed at the rope end to the ring plate fixed on deck and should
be ready for use when the pilot disembarks, or upon request from a pilot approaching to board (the
manropes should reach the height of the stanchions or bulwarks at the point of access to the deck before
terminating at the ring plate on deck)
• a lifebuoy equipped with a self-igniting light (intrinsically safe type only);
• a heaving line.
A man-rope used mainly when the pilot disembarks the ship is convenient, particularly in foul weather,
because he can slide down rapidly without altering his grip. It, therefore, is necessary to make the length of
the man-rope equal to the pilot ladder, applying neither rope covers nor making knots. Although many pilots
do not use man-ropes, positioning of unused man-ropes in such a case might interfere with pilot transfers. It,
therefore, is necessary to follow the instructions of the pilot on the preferred disposition. Man-ropes shall be
kept ready for use even in the case of combination ladders.
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Lifebuoys shall be arranged for accidental falling overboard of the pilot, paying attention to the following
points:
• Lifebuoys shall be kept ready for use even in daytime.
• Lifebuoys shall not be connected to the ship structure with a line. Pilot transfers are usually carried
out while the ship is proceeding, and if lifebuoys are connected, they can come free from the pilot.
• The self-igniting light shall be connected to the lifebuoy with a line.
• When falling overboard of the pilot is noticed, the lifebuoy shall be thrown overboard immediately.
Prompt action is important because the distance from the pilot rapidly increases. Particularly at night,
the self-igniting light connected to the lifebuoy serves as the sole means to identify the position of the
pilot, so it is necessary to throw the lifebuoy in the proximity of the pilot.
The heaving line is used to haul in a pilot who has fallen overboard. In many cases, it is used for transferring
the pilot's belongings. The heaving line shall be kept ready for use with the following points in mind:
• SOLAS does not provide any requirements for the material and dimensions of the heaving line, but a
buoyant and flawless line with a diameter of approximately 10 millimetres and a length the twice of
the pilot ladder should be used.
• When used as a heaving line, it is suggested that one end of the line be belayed at the ship structure
to prevent possible drifting and loss.
4.6 Lighting
Adequate lighting shall be provided to illuminate the transfer arrangements overside and the position on deck
where a person embarks or disembarks. Lighting for the pilot ladder shall not be provided directly above, but
obliquely from above to avoid dazzling the personal being transferred and the crew of the pilot boat.
4.7 Rigging of the Personal Transfer Arrangements
The rigging of the pilot transfer arrangements and the embarkation of a pilot shall be supervised by a
responsible officer having means of communication with the navigation bridge who shall also arrange for the
personnel engaged in rigging and operating any mechanical equipment shall be instructed in the safe
procedures to be adopted and the equipment shall be tested prior to use. The rigging of pilot ladder may be
delegated to an experienced seaman, but the final responsibility should be with the responsible officer. Ship's
officers referred to here are navigating officers who have ample knowledge on the requirements of SOLAS
The two major causes of accidents are defects in the ladder treads or side-ropes or a lack of proper
attachment of the ladder to the vessel.
The top of the pilot ladder should be secured to the certified fixing point, and never to rails or to any other
means of support. Ladder steps or spacers should not be rigged in a position in which they are taking the
weight of the ladder.
Seafarers should always check the condition of the ladder before it is rigged and also ensure it is secured
firmly against the ship's structure. Whilst this is done, seafarers should always take care of their own safety,
wearing a life jacket (and safety harness if appropriate).
The preferred distance between sea level and the lower end of the pilot ladder depends upon the size of the
pilot boat used. As a rule of thumb, it ranges from 0.5 to 1 metre for ordinary pilot boats, and 2 to 3 metres
for tugs. The height of the pilot ladder above the water should be adjusted according to the instructions of
the pilot, depending on the specification of the pilot boat and weather and sea conditions. If the pilot ladder
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Chapter: 1
is set too low it may twist or turn unexpectedly due to the effects of waves or currents and raises the grave
hazard of shaking off the hanging pilot.
To verify whether the 9-metre criterion is exceeded or not, the height from the water to the top of the
bulwark should be measured when the pilot climbs over the bulwark, or the height from the water to the top
of the deck when the pilot does not climb over the bulwark.
When the height from the water to the point of access to the ship is less than 1.5 metres, the pilot should
embark or disembark the ship directly without using the pilot ladder.
Distance from discharges from the ship should be determined with an ample allowance taking into account
the effects of wind and waves. If a sufficient distance cannot be achieved due to the structure of the ship with
resultant splashes reaching the ladder, it should be stopped with a plug.
In addition to the above, precautions shall be taken for the following points:
• The pilot ladder shall be adjusted and rigged so that each step on the ship's side is always kept level.
• It shall be ascertained so that the pilot ladder does not interfere with any protrusions on the ship's
side. It is desirable that the safety of the rigging of the pilot ladder be tested by weighing a crew
member descending several steps after it is rigged preliminarily.
• The pilot ladder shall always be rigged on the lee side of the ship against wind and waves. It is
important to ascertain which side of the ship is the lee side at the pilot boarding station before the
ship arrives. If necessary, the ship must be manoeuvred even with slight course alternations so that an
adequate lee side becomes available.
When rigging the ladder always:
• ensure that the ladder is properly made fast (tied up) with a system that has equal, if not more,
strength than the ropes used in the ladder construction. Always ensure the ladder is made fast to an
appropriate ring bolt/cleat or sturdy part of the ship and that the tie ropes are free from chafe;
• place the ladder in an area where the hull provides a smooth perpendicular surface that ensures the
ladder rests flat against the ship’s side at all times. Failure to do so will result in the pilot climbing an
angled ladder with his feet inside the line of his body, thereby placing his upper body weight mostly
on his arms;
• have a responsible officer at the ladder to oversee the operation and maintain communications with
the bridge should there be an incident;
• ensure that the correct equipment is available at the rail where the ladder is affixed. If appropriate,
hand stanchions and steps to the main deck should be provided. Stanchions must be secured and not
free to easily move. Transferring from ladder to ship is one of the most dangerous points of the
process. Steps will avoid pilots jumping down to the main deck, thereby avoiding potential injury.
Ensure that the final access to the ship is safe and clear of obstructions;
• at night, place the ladder in a well-illuminated area. Angle the lighting to highlight the climb without
blinding either the pilot boat approaching the ladder or the pilot when climbing;
• check the height required above the water with the pilots. Place the ladder at the correct height above
the water level that is equal with the freeboard of the pilot boat. If it is too long it may become
trapped by the pilot launch, resulting in crushing damage to the ladder. If the pilot is climbing and the
ladder is trapped, it may result in the swell causing the full weight of the boat to pull down on the
ladder.
When rigging the ladder never:
• use the ladder spreaders jammed between the ship’s rails to affix the ladder;
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• use your feet to jam the ladder into position - the weight of any pilot will displace the ladder and
cause injury to all the parties involved;
• use a pilot ladder that has damaged steps, spreaders, ropes that are chafed, damaged or showing wear;
• allow an inexperienced person to rig the pilot ladder.
4.8 Personal Transfer
When a pilot embarks or disembarks, the Master of the ship shall take every precaution for the safety of the
pilot and pilot boat by keeping to the lee side, reducing the ship's speed properly or stopping the engine.
Communications with pilot boat to be maintained at all times. The ship must inform pilot boat of any
changes of course and/ or speed during the transfer.
The Master should not allow the boarding to take place if he considers it dangerous in the prevailing
conditions. Pilots are experienced but often other personnel are not so experienced and aware of the potential
dangers. Never allow a person to climb a pilot ladder without a suitable lifejacket, except in emergencies.
All transferring personnel should wear inflatable lifejackets.
A deck officer and licensed crewmember must be standing by at the boarding point whenever pilots board or
leave the ship and assist in transferring of the personnel. Licensed crewmember standing by alone is not
sufficient. Responsible officer shall also arrange for the escort of the pilot by a safe route to and from the
navigation bridge.
Safety measures to be followed at all times. Crew must wear hard hats and inflatable lifejackets. Only one
person at a time is to be on the ladder.
Effective communications must be maintained between the officer and the navigation bridge by a portable
transceiver. This is for communicating with the Master or the OOW on the navigation bridge to ensure safe
pilot transfer through course and/or speed changes as appropriate, or to enable crew members to take
immediate actions in possible cases of the pilot falling to the sea or his injury.
The Master has to abort or suspend the personal transfer operation if he is in any doubt about sea conditions
or any other factors.
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Anchoring Operations Approved by:
Aleksejs Sidorenko
ANCHORING OPERATIONS
Ship's Master and Deck Officers must be familiar with anchor characteristics affecting their vessel - the rules
for anchoring equipment, the grade, length and size of chain, number and weight of the anchors, the strength
of the chain stoppers and the power of the anchor windlasses and the brakes as established by the
Classification Societies. In particular, the Master and Deck Officers must be aware of the limiting
environmental conditions for the anchoring equipment.
Anchoring is not to be treated as a routine operation. There is no such place as a genuine “safe” anchorage
and all anchoring operations must be planned in advance. Relevant Checklist enclosed in this Chapter should
be completed by OOW as appropriate.
The Master is to ensure that the selected anchorage is suitable for both the vessel and prevailing conditions.
In selecting an anchorage and deciding how much cable to range, the Master should consider the following:
• any local restrictions on anchoring;
• the proximity and nature of nearby hazards;
• the depth of water, nature of the seabed and likely holding power it will provide;
• the consequences of the anchor dragging;
• the protection afforded by the anchorage, taking into account present and forecast weather
conditions, including a shift of wind direction;
• the amount of notice on which to put the ship’s engines in case of emergency;
• how crowded is the anchorage for an acceptable margin of safety.
When using two anchors the main danger is the risk of foul hawse – i.e. fouling the anchor cables about each
other. Adequate preventive measures should be defined by the case-specific risk assessment and effectively
implemented. It must be ensured that one anchor is safely recovered before starting to heave up the second
anchor and, during heaving up of the first anchor it must be ensured that the cable of the second is clearly
leading away from the anchor being recovered.
The vessel position is to be fixed both when the anchor is let go and after the vessel is brought up. A
swinging circle is to be marked on the chart. The Master is to ensure a proper anchor watch, including an
effective lookout and regular verifying of vessel’s position, is always maintained.
While at anchor, the position of the vessel and distances to the nearby ships and other dangers must be
monitored and recorded at sufficiently frequent intervals as defined by the Master and in any case at least
hourly.
The frequency of monitoring, recording ship’s position and distances to other ships/ dangers must be such
that the vessel cannot be put in danger during the interval between the fixes.
Ship’s position must be effectively monitored and recorded by means such as bearing and distance or visual
bearings.
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2. Restrictions
2.1 General
Master should avoid anchoring in areas with rocky sea bottom without extreme necessity.
Unless no other alternative is available, Masters should not attempt to anchor in or near ice, especially in
strong currents. Ice can cause very large strains on the anchor chains or the loss of anchor and anchor
chains.
When practicable the Master should avoid anchoring at sea depth more than 80 metres. In any case careful
risk assessment should be carried prior to anchoring at sea depth more than 80 metres as the windlass motor
lifting capacity sometimes is only to heave up an anchor and 3 shackles (82.5 metres) of the anchor chain.
Classification Societies make it clear that the use of the anchoring equipment is only for the temporary
mooring of a vessel, within a harbour or a sheltered area, when awaiting berth, tide, etc. It is particularly
emphasized that the equipment is not designed to hold a ship off a fully exposed coast in bad weather or to
stop a vessel from drifting. The anchoring equipment, as designed in accordance with the Class rules, will
only hold the vessel in good holding ground, while the holding power is significantly reduced in poor
holding ground. The original requirements for anchoring equipment, as laid down by the Classification
Societies, were intended to provide equipment capable of holding the ship at anchor in sheltered and semi-
sheltered waters in winds of up to gale force strength but did not consider the effect of waves.
2.2 Anchoring off Singapore and Malaysian Waters
The area around Singapore is one of the busiest in the shipping world due to large numbers of vessels
transiting the straits or calling at the port. Many vessels are now beginning to anchor outside port limits to
the east and west of the island. Anchoring in non-designated areas can be extremely dangerous and cause
considerable risks to traffic moving around in this busy seaway. For this reason, vessels should whenever
practicable anchor in designated anchorages and ensure that they are not obstructing the Traffic Separation
Scheme or other local hazards.
In short, the four main points to adhere to are:

• to keep vessel engines in a state of readiness for immediate use in case of emergency;
• to ensure sufficient scope of cable used in the prevailing circumstances;
• to ensure that there is ample swinging room for the vessel;
• keep a vigilant Anchor Watch and be alerted for any possible closing situations which may develop.
When anchoring in the territorial waters of Singapore, including the Eastern and Western outer port limit
(OPL) anchorages of Singapore, the Bridge Team must be especially careful in the avoidance of collisions
with other ships.
Masters should be aware that the Singapore Port (MPA) has no authority or control of the OPL anchorages.
Caution should be used in selecting a suitable location to anchor, with due regard to the proximity of other
anchored vessels, the strength and direction of prevailing tidal currents and the speed and direction of the
wind at the time manoeuvring takes place.
Where the vessel is directed by the commercial operators to anchor outside Singapore waters, the anchorage
location must be chosen with care. There are no “international waters” outside Singapore waters; ships are
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either in Singapore, Malaysia or Indonesia. Ships anchoring in Malaysian waters, if engaged in the following
activities, must notify the Director of Marine of activities within Malaysian waters:
• laying up;
• welding and other hot works;
• anchoring in non-anchorage areas;
• any form of underwater operations.
Notification of arrival and the payment of light dues must be arranged through a Malaysian shipping agent.
This notification can be made at the nearest port office during normal working hours. The Malaysian
authorities may impose a large fine or imprisonment for up to two years, for contravening the ordinance.
3. Readiness of Anchor Gear

Anchors shall be kept ready for immediate use at all times while the vessel is underway in restricted waters,
but the riding pawls are to be left dawn until just before letting go.
Both anchors should be made ready before a port approach or river transit. Ship’s Passage Plan and Master -
Pilot Exchange should include the use of anchors and areas where the dangers are in relation to sub-sea pipe
lines and cables. These areas should be highlighted on the charts as it is too late to check it in an emergency.
Whilst moored alongside anchors not in use should be properly secured by brake and guillotine, but
otherwise be available for immediate use.
4. Dropping Anchor
Anchoring Plan to be drawn up by Master before anchoring including at least following items:
• preferable and alternative anchoring positions,
• manoeuvring scheme for anchoring indicating planned courses and main engine movements,
• positions and sequence of operations with anchor gear,
• special precautions depending on prevailing conditions and any restrictions of ship’s machinery
including anchor gear.
Bridge team and bow Anchoring Team to be briefed on Anchoring Plan and following precautions to be co-
ordinated:
• reports to bridge from the bow during anchoring to be frequent enough to note any change of anchor
chain length, direction and tension;
• while paying out anchor chain during anchoring, windlass brakes should be operated with utmost
care and to be neither completely released nor made fast up to dead point without special order.
Brakes should be kept slackened to such stage when anchor chain is running out at tension
preventing chain from free fall and from the other hand the chain is not fastened;
• main engine can be used for a moment to reduce ship’s movement astern at final stage of anchoring
when sufficient length of anchor chain has already been slackened into water. Care should be taken
in order not to give too much slack to chain as further ship’s movement astern will cause excessive
stress on the chain.
Master has to ensure that Anchoring Plan is strictly followed and all above mentioned activities properly
documented. All relevant personnel to be informed immediately on any corrections made in the Plan.
A licensed deck officer shall supervise the letting go and weighing of anchors. This officer will keep
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Aleksejs Sidorenko
conning officer constantly informed as to the amount of chain out, its direction, and tension. All radio
instructions from the Master are to be repeated to confirm receipt and understanding. All instructions given
over portable radios must be identified by prefixing with the ship’s name.
5. Operational Aspects
When anchoring in an area where other ships are anchored, the approach course opposed to the resultant of
the wind and current can be visually appreciated. This is more difficult to achieve when anchoring in an
area devoid of other shipping, especially at night. The larger the ship, the smaller should be the limiting
speed before dropping anchor. Generally, the speed over the ground must be less than 0.5 knot. It is
difficult to achieve a situation with the ship stopped over the ground.
A rule of thumb method often used is to reverse the engines until the propeller wash reaches the bridge or
manifold (chosen by experience) and then let go the anchor. However, even if the experience of the Master
is such that he knows the ship is stopped through the water on these occasions, the ship is not necessarily
stopped over the ground. The wash from an astern movement can give errors of 0.5 knot.
Prior to anchoring, the set and drift of the current and wind should be established as well as possible and the
ship placed on a heading opposed to the resultant of these forces. The anchor position should be marked on
the chart and the forecastle officer briefed on the bridge.
There are two generally accepted ways of anchoring large vessels:

1) With the vessel stopped over the ground, the anchor and cable are walked out until half a shackle or
less is off the bottom. The anchor then disengaged and let go on brake. The speed of cable flow is
controlled by applying brake.
2) The vessel stopped over the ground. The anchor and cable are then walked out under power until the
complete length of cable required is paid out on the seabed. The cable should then be paid out slowly
until the forecastle officer can use the lay of the cable to ascertain the correct ship's heading.
Provided that the length of the cable does not exceed twice the depth of water, the anchor will trip or
drag, thus obviating undue stress on the tackle. Some pilots and masters prefer to carry out this
operation with the anchor still in gear. When the forecastle Officer is satisfied that the ship's heading
and headway are correct, then the rest of the cable should be paid out and finally brought up.
Excessive sternway, once the anchor has dug into the seabed material, can cause some part of the
tackle to fail or carry away. The inertia of large ships is consid erable.
The disadvantages of method 1 are that if the cable is paid out too fast the anchor and cable will pile up on
the bottom leading to poor holding. Secondly, if the brake fails as discussed further then the cable will run
out to bitter end with consequent damage.
The second method requires a controlled cable flow and an accurate estimation of the vessel's movement in
order to prevent major damage to the vessel's windlass. It is essential the weight on the windlass is not
excessive allowing the windlass to free wheel.
In both cases it is essential that the vessel's speed over the ground is as close to zero as possible. This can
be difficult to achieve particularly when anchoring offshore in the deep-water anchorages frequently used
by large vessels.
A Lloyd’s study into the loss of anchors revealed that between 70 and 80% of all brake failures occurred
while the anchor was being dropped. After carefully reviewing the situation the Company has come to the
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opinion that in vessels of over 75,000 DWT the preferred method of anchoring is by method 2. It is accepted
that each and every situation is different, and in all cases the final decision rests with the Master.
6. Windlass Brake Application

The largest single cause of anchors being lost is due to improper method of application of the brake during
the anchor drop. Windlass brake always must be operated only by experienced personnel who are able to
ascertain actual stress on the cable and properly apply the brake.
Successful anchoring depends on the windlass capability to absorb the kinetic energy of cable chain and
anchor. The kinetic energy formula E = 0.5 m · V 2 can be translated for practical anchoring as: the energy
stored in a moving chain cable and anchor is in relation to half their mass multiplied by the square of their
speed. Moving chain cable mass is equal to mass of chain cable in length from windlass to the sea-bed.
Assuming that windlass capability to absorb the kinetic energy by brake application is a constant value, the
limiting speed for controlling the brake: V = K :  m. This limiting speed is defined as the speed at which
heat generated in the brake lining would cause fading of the brake.
Further calculations show that limiting speed Vlim to control the brake depends on distance from windlass to
the sea-bed (length of running chain cable) as follows:
Distance from windlass to the seabed (metres) Limiting speed of chain cable to control the brake
25 Vlim
50 0.71 Vlim
75 0.58 Vlim
100 0.50 Vlim
Thus, limiting speed at sea depth of 75 metres is decreasing about half of that when anchoring in shallow
waters.
When anchor chain is accelerating in speed an additional loading F a must be overcame by the brake for
limiting the speed to some constant value: Fa = m · a, where
• m - mass of running chain cable; and
• a - acceleration.
Understanding that these factors (length of the cable and acceleration of the cable) considerably reduce
limiting speed (capability of the brake to stop the running out cable) is very important for understanding
dangers of anchoring at considerable sea depth.
When at sea depth of 70 metres the brake is released with some two shackles of anchor chain in water, the
anchor and chain can accelerate so quickly that the limiting speed is passed before the windlass operator can
wind the handwheel back on far enough to regain control on the brake.
A number of catastrophic failures of windlass internal components have also occurred as a result of sudden
shock loads being imposed on the gearing. If there is slack between the cable lifter gearwheel and windlass
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gearing, a sudden load is imposed by the cable paying out when the brake is released while the anchor cable
is under tension. To avoid this, it is recommended that the winch operator removes any slack by heaving in
on the windlass prior to releasing the brake.
7. Anchoring at Considerable Sea Depth

Before anchoring at sea depth more than 30 metres the anchor buoy must be attached to the anchor by its
wire pendant. The length of this pendant should preferably be equal to one and a half to two times the
maximum depth of water at the anchorage so that the buoy is not swamped in a strong current and ceases to
watch. The anchor buoy is streamed just before the anchor is let go. In case of anchor lost, the buoy will help
to find and recover the same from seabed.
Anchor gear to be thoroughly checked by Master and senior officers shortly before anchoring operation. Due
attention to be drawn to following items:
• condition and wear of windlass brake bands,
• absence of the twist of brake block,
• screw terminal – the sufficient length of motion thread for checking the brake,
• position of the anchor chain in chain lifter and wear of chain lifter
• lead stoppers of anchor shackle locking pins,
• anchor-buoy arrangements
At sea depth over 20 m the anchor should first be walked out to within half a shackle (12 m) off the bottom
and let go from there. When possible and safe in order to reduce risk of excessive dynamic loading it is
recommended to walk out the anchor until it is about 4-5 metres from the sea-bed. Cable is checked by brake
and windlass put out of gear. The dropping of an anchor and cable flow is controlled by the brake.
When dropping an anchor with the windlass out of gear, speed of cable flow to be carefully controlled by the
brake bearing in mind that, if the brake fails, then the cable will run out to the bitter end with consequent
damage and anchor together with full length of chain cable could be lost.
In favourable weather when accurate estimation of the vessel’s movement over the ground is ensured it is
advisable to anchor the ship by means veering out the anchor and cable out under power until the complete
length of cable required is paid out on the seabed.
In no circumstances must the windlass be allowed to operate at a rate in excess of the manufacturer’s
recommendations to avoid major damage to the vessel’s windlass. In no circumstances must the weight on
the cable be such as to cause the windlass to “free wheel”, full power must be available and used at such
times. The anchor brake may also have to be used in extreme cases to control the speed.
8. Anchoring in Current
Utmost care should be taken when anchoring in areas with significant current. Forces generated by currents
increase significantly with a reduction of underkeel clearance.
When the depth to draft ratio is less than 2, the current forces can be very strong therefore an accurate
estimation of the vessel’s movement over the ground is essential to avoid damage to anchor gear. The
approach to an anchorage is a slow, time consuming operation which must not be rushed.
Whichever method of anchoring is used, the vessel must be stopped over the ground before anchoring. The
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traditional method of estimating speed through the water by means of “eye” does not take into account tidal
and current forces. Judgement based on visual transits and/or radar ranges of landmarks or adjacent ships at
anchor are more reliable.
Excessive stress on the cable should be duly eased by using the engines. The best indicator of such stress is
the behaviour of the anchor cable. Personnel should check this visually during anchoring, looking for signs
such as shocks when the cable tightens.
Sufficient cable scope is an important factor in absorbing shock loads, thus reducing their impact on anchor
gear. An extended scope of cable can also protect the anchor as the vessel swings to tide or wind.
9. Use of Anchor for Berthing

Anchors are an effective berthing aid. Anchors can be used for berthing to avoid damages to terminal
facilities and/ or ship caused by cases of excessive speed of approach, unavailability and/or inability of tugs
to assist as required. Prudent use of the offshore anchor can help to avoid the damage.
9.1 Hooking Anchor into Seabed
Berthing with dropped offshore anchor hooked into seabed would allow a ship’s movements to be controlled
by both the propulsion and anchor. The advantages of berthing with an offshore anchor when a ship without
bow thrusters is required to berth/unberth without tug, in particular in on-shore winds, is that the ship’s
athwartship movements could be effectively controlled with the anchor.
Prior to berthing it is important to check whether the seabed has a good holding ground and not fouled.
The vessel’s offshore anchor is let go at a position approximately four to five shackles from the final
position of the bow and around 7 shackles paid out while moving ahead on engines. General rules for this
berthing method:
• Approach the berth at about a 60º angle. Stop the vessel off the berth with the bow at the centre of the
berthing position and let go the offshore anchor. The intention is for the anchor to dig in – to hook
into seabed.
• As the vessel approaches the berth, pay out the anchor cable.
• To control the stern against the wind, use rudder and engines.
• When the bow is just off the berth, hold on to the anchor. The vessel will pivot at the hawse pipe and
the stern will swing rapidly towards the quay.
• As the stern is approaching the quay, use rudder and engines ahead to check the stern swing.
• Once secure, walk back the cable to an up and down position.
9.2 Dredging Anchor
On occasions it can be a practical option to dredge an anchor on the sea bed when approaching a berth. The
objective here is to let the anchor go at short stay. The operation can take one of two forms, namely:
• to use the cable to act as a spring effect, turning the aft part of the vessel in towards the berth (the
pivot Point acting well forward), or
• to position the vessel up tide, ahead of the berth, and allow the tide effects to move the vessel astern,
deliberately dragging the anchor backwards, allowing the ship to fall back towards the berth (the
rudder action being used to cause the vessel to draw to a position parallel, alongside).
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To avoid damage to the anchor or windlass it is very important to check nature and condition of seabed
before the operation. Seabed must be flat, without any rocks or stones and not fouled in any way.
The advantages of dredging an anchor when moving forward are principally that the ship’s pivot point
moves to the position of the hawse pipe and, to overcome the anchor’s drag, propulsive power is used giving
good steering at low speed. When going forward, corrective action will be needed to prevent the bow from
swinging to port or starboard.
The intention is for the anchor to drag and not to dig in. If the anchor does dig in, it could cause the ship to
stop and necessitate breaking the anchor out again. Digging in can also damage the ship, anchor or windlass.
It is therefore important to use as little cable as possible, typically a length of cable that is not more than one
and a half times the depth of the water.
Based upon extensive research by the Classification Societies, we can establish some safety parameters
within which to operate when dredging anchors:
• The amount of cable in the water should not exceed 1.5 x depth of water. If this figure is exceeded
the anchor is likely to dig in and commence holding.
• The design speed of a windlass gypsy in gear is about 30 feet/minute which is approximately 3
minutes a shackle. This is equal to a ship speed of 0.3 knots over the ground.
• The windlass is only designed to lift the dead weight of the anchor and four shackles.
If therefore, the amount of cable in the water does not exceed 1,5 x depth, we have a safety factor which
guards against speeds in excess of 0.3 knot, because the anchors will not dig in and hold, but drag.
When the amount of cable exceeds 1.5 x depth, the speed must be below 0.3 knot, especially if the windlass
is in gear or the brake is screwed up. The anchor will most certainly dig in and attempt to hold the full
weight of the ship.
There is a very fine line between the success or failure of a dredging operation. The following points are
crucial in order to achieve the desired results:
• Maintain slow speed of approach prior to letting go, or walking out, the anchor. If the ship is stopped
the anchor will dig in and it is then difficult to get underway again. The ship may also drift badly out
of position.
• Walk the anchor out as early as possible. This gives sufficient time to get the feel of the ship before
the berth is reached.
• Do not exceed 1.5 x depth.
• Do not let the ship stop too early. This lets the anchor flukes drop and dig in and it then takes
substantial power to get the ship underway again.
• Do not let the speed build up. This pushes the pivot point back to its normal position. Consequently,
the anchor ceases to be effective and is of no use.
• Keep the weight on the anchor. Going astern the ship will take the weight off the cables and they
become ineffective.
• Avoid rushing the operation, particularly swinging, on large ships. There should only be a gentle and
steady strain on the cable(s); the manoeuvre being slow, but very effective.
• Once in position on the berth, slack back the cables as the tension in them is sufficient to pull the ship
off the berth.
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Aleksejs Sidorenko
10. Emergency Anchoring

It may become necessary to drop anchor in an emergency in case of imminent/ probable collision, steering
failure, manoeuvring in shallow waters, to stop ship drifting etc. Dropping anchor under the emergency
circumstances requires swift action that can prevent any imminent danger. If danger is imminent, act
decisively and use both anchors simultaneously.
In an emergency, anchors can be very effective in reducing the speed of the ship as swiftly as possible and
stopping a ship, provided the anchor is lowered to the seabed and the cable progressively paid out. The
number of shackles paid out is normally in the region of two to three times the depth of water. The whole
point of this emergency operation is to enable the ship anchor to drag along the seabed bott om, providing
maximum resistance to the movement of the vessel without causing damage to the anchor or the vessel.
The anchor should be allowed to dredge and gradually build up its holding power until its braking effect
begins to reduce the ship’s speed. Care should be taken when trying to stop any ship in this way, especially a
large ship, as the anchor and its equipment may “carry away” causing damage or injury, if the anchor should
snag.
11. Deteriorating Weather

If a vessel is anchored in an area exposed to weather, it is necessary to have a policy as to when to leave.
Master must ensure that predicted weather and sea conditions are closely monitored to ensure that the
anchor is recovered in good time.
There have been cases when Masters have been under commercial pressure not to leave the anchorage, and
disasters have happened because the Master was tempted “to wait and see until the morning”, although the
weather forecast was bad. In making his decision whether to stay or to leave, the Master should also be
aware of the limitations of his anchoring equipment - they are laid down by the Classification Societies in
their rules for calculating the dimensions, weights and strengths of the anchoring equipment.
The holding power of the anchor will not be sufficient to maintain the position of a ship in severe
environmental conditions. The original requirements for anchoring equipment, as laid down by the
Classification Societies, were intended to provide equipment capable of holding the ship at anchor in
sheltered and semi-sheltered waters in winds of up to gale force strength, but did not consider the effect of
waves. The calculations are based on a wind speed of 25 m/s (48.5 knots – Beaufort Force 9/10) and current
speed 2.5 m/s (4.85 knots), a scope between 6 and 10 (the scope being the ratio between length of chain paid
out and water depth) and no wave component.
Based on advice of Classification Societies the following limiting environmental conditions can be
determined for safe anchoring:
Maximum Current Velocity Maximum Wind Velocity Maximum Significant Wave Height
5 knots 25 m/sec No waves
3 knots 11 m/sec 2 metres
No current 14 m/sec 2.5 metres
It means that in general conditions at open roads limiting environmental conditions can be defined as
winds of Beaufort force 6 or wind speed up to 14 m/sec.
The scope or ratio of the length of cable (from hawse pipe to the anchor “D” shackle) to the depth of water
(from hawse pipe to seabed), plays a vital part in the ability of the vessel to ride safely at anchor and
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Aleksejs Sidorenko
influences the angle at which the cable pulls on the anchor. The anchor works most effectively when
subjected to a horizontal force at the shank, which is dependent on the weight of the cable catenary and the
scope of the cable. Large ships at deep anchorages do not have sufficient chain onboard to reach scopes of
such magnitude (6- 10). At water depth more than 35 metres the ship cannot reach the scope of 6 under
optimal anchoring pattern (8 shackles paid out) if the ship has total anchor cable length of 11 shackles.
Holding power of the anchor under these conditions is not calculated by Classification Societies and cannot
be warranted for worst environment conditions (e.g. wind 25 m/s and current 4.85 knots).
It must be taken into account that Classification Societies define only static permissible loads for the
anchoring equipment while dynamic loads can create the most of the dangers. Monitoring of the loads on the
anchor chain can be the best method of early detection of the excessive dynamic loads.
An anchor must be heaved up well before the total environmental loads exceed the estimated anchor
holding power. Delayed actions can cause uncontrolled anchor dredging with an excessive length of the
paid out anchor cable. This creates excessive load on the anchor and anchor cable when the anchor dig in
and can cause damage to the anchoring equipment if the bottom is foul.
A number of catastrophic failures of windlass motors have occurred while heaving in the anchor in
adverse sea and weather conditions when the anchor chain has been tensioned beyond the safe loading of
the windlass. In many cases the mechanical safety devices fitted to windlass motors have proved insufficient
to prevent catastrophic failure when windlasses have been operated outside design parameters. these failures
have occurred in high pressure hydraulic systems utilising axial motors that have high gearing and high
speed.
In the event that rapidly deteriorating weather is forecast and the ship is at anchor, the Master must make
timely decisions whether to:
• take on heavy weather ballast before conditions deteriorate;
• deploy an extra anchor;
• pay out more anchor cable;
• weigh anchor and depart the anchorage;
• call for tug assistance.
Knowledge of the ship’s manoeuvring characteristics and the particulars of the anchorage are very
important. It is also important to continuously evaluate the changes in the situation and if necessary to
change the initial plan.
12. Long-term Anchorage

If a vessel is anchored for prolonged period of time, it is necessary to verify regularly the condition of the
cable and anchor and especially if vessel is experiencing constant effects of current or wind.
Anchor cable should be paid out/ wore in for 1 - 2 meters every 8 - 12 hours to avoid permanent stress on
particular part of the anchor cable. It is highly recommended to change number of shackles or shif t to other
anchor every 3-4 days taking into account readiness of ME, location of other vessels in area and sufficient
space for manoeuvres. If required, port authorities must be informed on manoeuvres of the vessel at anchor.
Special care is required for prolonged anchoring in rivers, such as Amazon, Parana, Uruguay, Mississippi
during periods of high water and strong river currents. The highly mobile sand bars may quickly cover the
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Aleksejs Sidorenko
anchors, or the anchors may sink deep into the silty mud bottom of the riverbed causing trouble when
heaving due to weaknesses in the vessel’s windlass, motors and/or hydraulics, or a combination of both.
In most cases, the anchor and/or chain is likely sunk in the mud riverbed, which can cause a suction effect on
the anchor when attempting to break free. Occasionally, the anchor may be fouled on other lost or
abandoned anchor chains, steel wires, revetment or other debris.
In order to prevent the anchor becoming stuck in rivers during periods of high water and strong currents the
vessel should heave up the anchor and re-anchor at least every three (3) days according to pilot’s advice as
conditions may vary at each anchorage and river conditions at the time. When re-anchoring involves
additional costs for pilot and/or tugs, this should confirmed with the responsible Marine Superintendent.
When experiencing difficulties to recover the anchor from riverbed, the following guidelines should be
considered:
• Care should be taken to avoid overloading the chain or windlass, which may cause equipment failure
or loss of the anchor and chain. This can result in a more costly loss and is especially relevant at a
facility where the terminal may claim obstruction and unsafety of the berth requiring expensive
salvage attempts while imposing high tariff charges against the vessel for delays.
• If most of the chain comes up but the anchor remains stuck, the vessel may elect to attempt (with
great care) to break the suction which is preventing the anchor from being heaved by keeping the
chain directly vertical (up and down), and holding it at the strongest point of the windlass, typically
the stopper. The vessel should then be manoeuvred to apply alternating forces in a forward and aft,
port and starboard direction. Tug and pilot assistance may be involved as required.
• This effort can be repeated several times (again, with great care) before involving a crane barge to
assist if the anchor remains stuck.
13. Weighing Anchor

The Master must ensure that an experienced Officer is in charge on the forecastle during weighing of anchor.
Members of the anchoring party must wear the correct PPE as required by the Company. Operations are not
to commence until such times as the Bridge has completed its checks including testing engines, thrusters and
communications with the anchoring party on the forecastle. Power to the anchor windlass should be
confirmed by the engine room and equipment tested by the anchoring party.
The engine room should confirm the availability of “water on deck” and the cable washer valves on the
forecastle opened. The anchor chain must be carefully and thoroughly washed down (i.e. more than a
cursory rinse) as it is being hauled out of the water to remove sediment and marine organisms. Where the
cable washers alone are not effective, consideration should be made into the use of additional fire hoses and
brushes.
Before heaving the anchor, the direction and tension on the anchor chain shall be established and reported to
the Bridge. During the weighing operation, the bridge must be kept fully appraised on the amount of cable
remaining in the water, the direction which the cable is leading and the weight on the cable.
If the cable is leading across the bow or astern, great care should be taken when heaving as the cable links
can be easily strained or even parted. If necessary, use the Main Engine and rudder to ease the tension on
the anchor chain.
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Aleksejs Sidorenko
When the anchor emerges out of the water, the Office in Charge of the anchoring party must check for signs
of fouling, such as underwater cables, wires and other debris. The condition of the anchor must be reported
to the Bridge prior to bringing the anchor fully home.
Once the Master gives instruction, the anchor(s) should be secured in accordance with the procedures below.
When heaving in the anchor, an inspection should be made as the cable is brought in to check for any
deformities of the links, swivels and the anchor itself. This is particularly important after a period at anchor
during adverse weather conditions. Should any deformity be noted, the Company is to be advised at the
earliest opportunity.
To avoid the accumulation of marine organisms as well as residue inside the locker, such as rust, paint chips,
grease and zinc, the chain clocker sump is emptied either directly overboard or drained into an authorised
tank for later disposal. For vessels trading, or likely to trade to the USA, further guidance on cable washing
and chain locker cleaning can be found in the VGP Compliance Manual – Effluent Limits and Related
Requirements for Specific Discharge Categories.
On sailing from a port, anchors are to be heaved home and properly secured before proceeding into deep
water including the following precautions as far as practicable:
• Heave anchor fully home and apply brake.
• Take the windlass out of gear.
• Check that the stopper is free to operate properly and to engage on the cable.
• Engage and secure the locking pins of the chain compressor bar / tongue across the chain. If the bar
or tongue does not engage properly on the chain, then it is to be lowered across the chain as far as
possible and lashed down in this position. Therefore, if the cable does slip, the bar or tongue will fall
into place across the chain.
• Fit and tension the anchor lashing to ensure that the anchor is held secure in the hawse during the
voyage. Lashings shall be fitted to all lashing points provided by the arrangement design.
• Check the condition of lashings is satisfactory and free from corrosion.
• Industry guidelines state that securing arrangements should consist of a minimum of two wire rope
strops of appropriate strength with relation to the weight of the anchor. They should be in good
condition, led through different links on the chain and be tightened to equal tension, with independent
turnbuckles.
• Lashing wires shall not be doubled to achieve an appropriate MBL by multiple parts within the same
lashing.
• The cable should be marked for easy visual reference of its position on the anchor windlass from the
bridge.
• Seal the spurling pipe and close the hawse pipe.
14. Emergency Departure from Anchorage
Emergency departure from anchorage means an unplanned and quick departure from the anchorage to the
relative safety of the open sea.
At most ports, it is inevitable for a vessel to wait at anchorage and the time at anchorage can be for days or
even weeks. During such times, the Master should identify possible dangers to the ship and make all the
necessary preparations for emergency departure from anchorage in case of necessity. Possible dangers may
include nearby vessel dragging anchor, security threats, sudden weather deterioration etc.
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Aleksejs Sidorenko
In such situations, a quick assessment of the situation can only be achieved by a vigilant bridge watch,
contingency plan to tackle the emergency, quick response and good judgment of the situation. It may take
some time to weigh the anchor and have the vessel to its full manoeuvrable condition.
Avoid excessive tension on an anchor chain cable while making emergency departure from anchorage. Main
engines should be used to relieve tension in the anchor chain before “heaving in” as this also helps to
prevent an anchor from “breaking out” and dragging while weighing. It is essential that the anchor chain is
closely monitored when weighing, and that “heaving in” is stopped as soon as any significant tensioning is
observed or any difficulty is experienced. Whenever heaving is stopped due to excessive strain, the primary
brakes (usually band brakes) must be immediately applied so as to not overload the motor and input brake.
In exceptional cases as a last resort the Master should consider releasing the bitter end and letting go the
anchor completely for immediate leaving of the anchorage.
15. Maintenance of Anchoring Systems

The anchor windlass is to be inspected regularly by the Chief Officer and the Chief Engineer and maintained
to the highest possible standards. Chains shall be marked with the customary turns of wire and painted links
indicate the amount of chain in use.
During sea passages a thorough inspection of the anchor stowage and securing arrangements is to be carried
out daily.
Anchor chains, shackles and pins shall be inspected when anchors are being heaved in. Any deficiencies
discovered shall be corrected at the earliest opportunity.
It is very important that anchors are properly secured during the sea passage to prevent their
movement in the hawse pipe during stormy weather which can cause shank cracks. During heavy
weather inspection of anchors is to be carried out as frequently as the Master considers it necessary, prudent
and safe.
Anchors should be regularly inspected for the presence of cracks, obvious defects and excessive wear and
tear. In view of the increased incidence of crown pin, fluke and shank fractures, enhanced inspection during
regular dry-dockings/ refits is required. Any significant damages should be notified immediately and
documented in accordance with the Company procedures.
During routine Superintendent inspections, stopper arrangements should be inspected against the original
vessel’s drawings. Any modifications should be examined closely ensuring the stopper arrangement remains
effective. The Company is to be informed in all cases where the chain compressor or tongue does not fully
engage on the cable as it was originally designed.
16. Maintenance on Main Engine While at Anchor

Unless it is considered essential, maintenance work which immobilises the main propulsion system should
not be carried out when the ship is at anchor. Immobilisation is possible only if permitted by the local
Authorities. Masters shall request the necessary information from the shore Authorities before commencing
the maintenance work and agree this with the Company as follows.
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Aleksejs Sidorenko
When the Chief Engineer deems that maintenance work is necessary, the following instructions must be
followed:
• The Technical Superintendent is to be informed.
• When shutting down of critical equipment is involved, including ME immobilization, a Risk
Assessment should be completed and submitted to the Company as per Company procedures.
• The Master shall give his approval based on the evaluation of availability of both anchors, traffic
density, suitability of seabed for anchoring and anchored position i.e. whether in open sea or
sheltered waters.
• Good weather forecasts for the time required for the maintenance work.
• All the weather forecasts available should be monitored during maintenance operations.
17. Appendix
• Form DPM-05.02.01 Anchoring Checklist Rev. 0 Date: 01.04.2018

LSC SIA ANCHORING CHECKLIST
These checks are to be carried out before anchorage
Ship’s Name:
No. Check Comment
1 Has the anchoring position been identified taking into account:
a Availability of appropriate space at the anchorage
b Proximity of navigational hazards including traffic
c Scope of anchor cable required/available
d Suitable seabed type and holding conditions
e Tidal height checked to confirm that sufficient water is
available for the duration of the anchorage
f Tidal stream checked with particular reference to effort
on slow speed manoeuvring
g Weather conditions and available shelter
2 Anchoring plan:
a checked and approved by Master
b reduction to manoeuvring speed in ample time considered
c Intended anchor position reported to port authority
d Security measures required by the SSP considered
3 Have the following been informed of the time of “stand-by” for anchoring?
a The Master
b The Engine Room
c The anchor party
4 Is the following equipment ready for use?
a Anchor(s)
b Lights/ shapes
c Sound signalling apparatus
5 Has an anchor watch been established?
6 Have instructions been issued to the officer of the watch/ engine room on the following
matters?
a Determining and regular checking of anchor position
b Notice for main engines especially if weather deteriorates
7 Was AIS updated whenever navigational status changed?
Checks carried out by Watch Officer:

Mooring Operations Approved by: Aleksejs Sidorenko
Chapter: 3
MOORING OPERATIONS
1. General Guidance on Berthing
The shipping industry has always been concerned with safe mooring practices. These include facilitation of
safe and efficient mooring, unmooring and line-tending operations with minimum demand on manpower.
The guidance and information in the OCIMF publications Mooring Equipment Guidelines and Effective
Mooring and ISGOTT are accepted Company standards.
Mooring and unmooring operations, including tug line handling, are dangerous operations. It is important
that everybody concerned is fully aware of the hazards and takes appropriate precautions to prevent
accidents. To avoid personal injuries strict compliance with safe working practices must be ensured.
Company maintenance standards of mooring equipment are set out in Technical Management Manual and
Shipboard Safe Working Practices Manual.
1.2 Organization
Before arrival at a port all necessary mooring equipment should be ready for use. There should always be an
adequate number of personnel available to handle the moorings.
If not already known, the Master should obtain the relevant details of the terminals mooring requirements
prior to berthing.
The Master is responsible for ensuring all mooring operations are carried out in a safe and efficient manner.
He should also ensure that a responsible officer is in charge of all mooring parties and that they are
adequately manned.
Each of the mooring party at Bow and Stern should include as a minimum the designated sufficiently
experienced Deck Officer in Charge and three ratings, however the Master should augment this minimum
manning as required to ensure safe handling of moorings. Only the crew who have completed shore-based
SSWP training course may take part in mooring operations.
The Officer in Charge is responsible for the safety of all personnel in his mooring party by conducting Tool
Box Talks prior to operation, careful monitoring of compliance with safety practices and for ensuring that
the Master’s instructions are complied with.
When third party personnel (mooring masters, STS service providers, Panama canal mooring teams, etc.) are
taking part in mooring operations, the Officer in Charge of the mooring party shall carefully supervise their
actions to ensure observing the general safety practices of personnel, including. PPE usage.
After consultation with the Pilot (if onboard) the mooring plan should be discussed with the Officers in
charge of the mooring stations to ensure that there is clear understanding of what is required.
The Chief Officer shall ensure that all mooring lines and associated equipment are in good condition and
ready for use.
Deck machinery should be started and tested in good time prior to commencing mooring operations, any
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defects are to be reported to the Master immediately.
Communications equipment shall be tested prior to the commencement of operations.
Once at their mooring stations, the Officers in charge should confirm to the Master that all required
personnel are present.
Mooring lines and tugs (if used), should only be secured/let go on the instructions of the Master.
All radio instructions from the Master are to be repeated to confirm receipt and understanding.
Extra vigilance shall be taken when running lines in the vicinity of the ships propellers and thrusters. If there
is any possibility of fouling, the Master should be informed immediately.
The Officer in charge should ensure that no personnel stand in the bight of any rope being handled and stand
well clear of “snap back” zones where personal injury may occur if mooring lines part under load.
All personnel are to wear the correct PPE during all mooring operations. All hard hats are to be worn with
chin straps.
1.3 Golden Rules of Berthing
Effective ship mooring management requires a sound knowledge of mooring principles, information about
the mooring equipment installed on the ship and proper maintenance of this equipment. The safety of the
vessel and hence its proper mooring is the prime responsibility of the Master.
There are certain actions that a Master should always take before and during berthing. These are listed
below.
Passage Planning:
• Always plan passage from berth to berth. Pay careful attention to the dangers that are likely to be
encountered during the pilotage.
• Always fully brief the pilot, making sure that he understands the ship’s speed and manoeuvring
characteristics.
• Always ask the pilot to discuss the passage and berthing plan. Ask questions if anything is unclear.
Tug Assistance:
• Consider the use of tug assistance where wind and current or the ship’s handling characteristics
create difficult berthing conditions.
• Always estimate windage and use this estimate to determine the number of tugs required. When
berthing with a bow thruster, a large ship may need a tug to control the ship’s stern.
Manoeuvring:
• Avoid high forward speed when working with tugs, when using a bow thruster, when under-keel
clearance is small, when sailing in a narrow channel or when close to other ships.
• Test astern movement and wait until the ship moves positively astern before stopping.
• Remember that a kick ahead can be used to initiate and maintain a turn when speed is low.
• Remember that the ship’s pivot point is forward of amidships when steaming ahead.
• 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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• Remember that the point of influence of wind changes with wind direction and the ship’s heading.
• Remember that at low speed, current and wind have a greater effect on manoeuvrability and that
high-sided ships will experience a pronounced effect from leeway.
• Never ring “finished with engines” until every mooring line has been made fast.
• Always anticipate well ahead and expect the unexpected.
1.4 Berthing in Wind
A ship is most vulnerable when presenting its broadside, the area of greatest windage, to the wind. In strong
winds it may be difficult to counteract the effect without tug assistance or the use of a thruster.
If close to a berth, it is essential that mooring lines are set as quickly as possible. Ideally, plan the
manoeuvring so as to present the minimum profile to the wind, i.e. head to wind, or at least reduce to a
minimum the time the wind is at a broad angle to the ship.
Points to remember:
• Ensure that conditions are safe and suitable for the envisaged manoeuvre. It will be cheaper to delay
the ship until the wind moderates than to deal with the aftermath of an accident.
• Wind force acting on a ship increases with the square of the wind speed. Doubling the wind speed
gives four times the force. Gusts of wind are dangerous.
• If berthing in high winds, take evasive/corrective action early. Attach tugs early and before they are
needed.
• Tugs should be of sufficient strength not only to counteract the effects of wind but to get the ship to
the required destination.
• The berthing plan should be devised to minimise the adverse effect of wind and to maximise its
assistance.
• A ship is more vulnerable to wind at slow speed. As speed reduces hydrodynamic forces reduce, and
the effect of wind on heading and leeway increases.
• Take corrective action as soon as it becomes obvious that it is needed. The earlier that action is taken,
the less that needs to be done. The longer things are left, the more drastic will be the action needed to
correct the situation.
• Kicks ahead are effective in controlling a ship in windy conditions.
• Consider any special circumstances where wind may affect ship handling. Trim, freeboard and deck
cargo can vary the force of the wind on the ship, and change the ship’s natural tendency in wind. For
example, significant trim by the stern can cause the bow increased windage. Consequently, if the ship
is heading into wind, the bow may show a tendency to blow downwind, even if the ship has
headway.
• Enclosed bridges can lead to a false impression of wind strength, as opposed to open bridge wings
where the wind strength will be obvious.
• The windage area, and hence the force of the wind on the ship, will vary with the heading relative to
the wind. The maximum force on the ship is when the ship is broadside to the wind.
• Good control is easy to achieve when the ship’s head is to wind and the ship has headway.
• Control is difficult when wind is following and strong turning forces are created.
1.5 Working with Tugs and Boats
1.5.1 General Safety Precautions
The Pilot/ Master should establish the SWL of the vessel’s mooring equipment intended to be used for
Chapter: 3
towage operation as part of the Pilot/ Master Exchange. This information should be compared with the
bollard pull of the allocated tug. Use of equipment with lower SWL should be avoided; if this is not possible
then the Tug Master must be advised of the SWL and not exceed this limit. Panama fairleads are preferred to
other types of fairleads for towing operations.
When tugs come alongside to assist a tanker, all safety precautions as per Company procedure DPM-05.05
should be observed.
1.5.2 Towage Methods
Towage can be undertaken utilising several different methods and in many differing configurations including
pushing, pulling, using long or short towlines, fixed or adjustable lengths, lashed alongside and using single
or multiple tugs. The choice of method will depend on the type/size of the assisted vessel and
type/size/capability of the tug or workboat.
In river ports, tugs are made fast at centre leads fore and aft to enable controlling of ship’s bow and stern
while turning at tight bends where helm and engine alone will leave the ship vulnerable. When coming
alongside, tug may have to be cast off from centre lead and made fast on shoulder (forward) and quarter.
This is done to help keep the ship parallel to berth and to avoid trouble with passing of mooring lines.
Escort tugs have been used with many oil terminals invoking active active (made fast) and passive (running
free) escorting.
Basically there are two methods to assist a ship:

• push or pull a ship with tug fastened alongside the ship;
• towing a ship on a line the tug is fastened to bow or stern.
There is high risk when ship is having high speed and tug is operating near the ship having headway due to
large interaction forces influencing the manoeuvrability of tug which can result in collision, contact damage
and even capsizing of tug. It is essential that the Pilot/Master agrees with the Tug Master, as part of the pre-
operation interchange, what the ship’s speed through the water will be when the tug is made fast and
thereafter. Excessive speed of 5 knots or more can cause dangerous interaction between the ship and tug and
could be fatal for the tug.
It is essential that tugs are adequately fendered to avoid causing damage to the ship’s hull and should push
the vessel only at designated «strong points», which should be indicated by markings.
1.5.3 Connecting the Tug
Before reaching the tug connection point communication should be established between the Pilot/ Master
and Tug Master through VHF. Before the tug approaches the connecting position the ship’s bridge team
should contact the vessel mooring crew and confirm they are ready to receive the tug.
In most cases the vessels speed must be reduced. A suitable speed should be agreed between the Pilot/
Master and Tug Masters, a maximum of 4 knots for connecting to centre lead fwd is recommended. During
the connection the Pilot/ Master must advise the Tug Master of any alteration to speed or course.
The vessels mooring crew should be experienced and prior to the operation be briefed on the procedure for
making the tug fast. When the tug has been connected the crew should be positioned in as safe a position as
possible.
Chapter: 3
1.5.4 Disconnecting the Tug
During the disconnection of the tug the vessel crew should be made aware of the danger of serious injury if
the towing gear is released in an uncontrolled manner.
The towline should always be lowered in a controlled manner, onto the tug deck, and not just «cast-off»,
unless otherwise requested by the Tug Master.
1.5.5 Use of Mooring Boats
Mooring boats are widely used to assist in mooring operations. This generally takes the form of pulling lines
ashore to other members of the mooring team, from the ship. This means that the lines are lowered down
from the mooring stations on the ship (forward and aft ends) to the boat. The boat then pulls these mooring
ropes, floating in the water to the shore.
It is vital that there are good communications between the mooring boat and the ship’s crew. Any excessive
weight on one of the mooring lines can result in the mooring boat being over turned or dragged under water.
Additionally, the use of mooring boats requires the boat to manoeuvre underneath the ships bow and stern to
receive the lowered down ropes. The Ships Master and Pilot must be aware of the boats position. Boats are
vulnerable to any use of the ship’s engines or bow thrusters which could easily produce a capsize. The ship
must also be aware not to use its anchors, as an anchor lowered or dropped onto a mooring boat would sink
the boat.
1.6 Berthing at Buoy Moorings
1.6.1 General
All the normal precautions taken during berthing alongside a jetty should also be taken when berthing at a
buoy mooring.
At terminals with buoy moorings for ocean going tankers it is desirable to have professional advice on those
aspects of safety related to the marine operations. This may be by the assignment of a berthing master
(mooring master) to the terminal, or by consultation with a port or pilotage authority, if available.
1.6.2 Mooring at Conventional Multi Buoy Moorings
At conventional buoy moorings, good communication between bridge and poop is essential to avoid
moorings or mooring boats being caught up in the ship’s propeller.
Severe loads can sometimes develop in certain mooring lines during the mooring operation. It is essential
that good quality moorings of adequate length are used and personnel are closely supervised so as to ensure
their safety.
1.6.3 Mooring at Single Point Moorings (SPM)
Complicated and non-standard mooring arrangements at SPMs frequently lead to dangerous and protracted
operations. Therefore the fitting, both on ships and on SPMs, of well-designed and, in the case of the ship,
accurately positioned, items of standard equipment will considerably reduce the risk of injury to personnel.
The proper fitting of such equipment will also provide a more efficient method of securing ships to SPMs at
offshore terminals.
Chapter: 3
A storage drum should be used to heave in the SPM pick-up rope prior to connection of the chafing chain to
the stopper. A warping end should never be used for this purpose.
Ship should refer to the OCIMF publication “Single Point Mooring Maintenance and Operations Guide” for
detailed information regarding SPM operations.
1.7 Double-banking at Berth
“Double banking” occurs when two or more tankers are berthed at the same jetty in such a way that the
presence or operations of one tanker act as a physical constraint on the other. There are various types of
double banking operations. A vessel may be ordered by a port authority to double bank where there is
congestion in a port. Another example is where a vessel is ordered by her charterers to double bank and
discharge into a barge. There may also be instances where two vessels double bank at a berth for the purpose
of a ship to ship transfer.
From an operational perspective double banking can be considered as a modified form of ship to ship (STS)
transfer due to some of the risks involved, such as damage to the vessel. There is a lot of guidance to assist
with STS operations for liquid cargoes. However, there are no specific international guidelines for STS
operations in port.
As a minimum, before double banking at berth, consideration and agreement must be reached by all parties
concerned regarding safe arrival and departure, strength of jetty construction, mooring fittings, mooring
arrangements, personnel access, management of operational safety, liability, contingency planning, fire-
fighting and emergency unberthing.
Double banking of tankers on a berth for cargo operations should not be conducted unless a full and
comprehensive risk assessment of the entire operation is completed and double banking method statement
prepared and signed by all parties involved as appropriate.
Double banking method statement should include description of all stages of the operation from the
approach, mooring, equipment required, personnel roles, cargo operations to finally safely departing the
location. The dimensions, draft and condition of the vessels involved should be known/ recorded to ensure
that any differences in length and size between the vessels are taken into account.
Risk assessment and double banking method statement should include the following considerations:
• Local Regulations: These should be checked and specifically included in this document to make
sure that the vessel does not breach any regulations. The local agent should be able to inform of any
requirements and obtain suitable permission to perform the operation.
• Moorings: Time should be given to considering the mooring arrangement between the two vessels.
Also, the moorings between the inboard vessel and the berth should be reviewed - these may need to
be increased due to the additional forces of another vessel on the outboard side. The fact that there
are increased forces on all moorings for double banked vessels that are affected by weather and tidal
forces should also be considered. As well as the ships mooring lines and bitts, the SWL of the
quayside bitts should be known and confirmed as suitable.
• Fendering: This should feature in the method statement. Suitable fenders should be placed between
the vessels. Some ports will provide the vessels with fenders. The fender type and size should be
considered to ensure maximum protection for the vessels.
• Safe Access: Safe access should be established between the vessels and also between the inboard
vessel and the quay. It is important that this is safe for crew and be appropriate.
Chapter: 3
• Equipment Check: The equipment outlined in the method statement and in the risk assessment
needs to be checked to confirm it is in good condition, fully certified and appropriate for the
operation.
• Personnel: When deciding on the crew’s job roles, it should be considered whether they have the
relevant training and practical experience needed to make the job smooth and safe.
• Contingency Planning: What could go wrong? Issues that could arise during the operation should be
considered. Contingency plans should be drawn up containing the actions required by the vessels and
the crew involved. Contingency plans already included in the vessel SMS can be referenced to assist
with planning.
2. Mooring Arrangements
2.1 Mooring Arrangement Requirements
Concepts of modern mooring management guidelines for the safe mooring of vessels for their existing
operating environment provide for:
• The overall mooring pattern dictates the load distribution to each individual line. A safe and efficient
mooring arrangement can only be obtained through a balanced load distribution.
• Loads in any one mooring line should not exceed 55% of its Minimum Breaking Load (MBL).
• Wire ropes fitted on winches should be standard mooring equipment on all large ships thus
permitting the vessel to remain safely moored alongside the berth under established limiting
environmental criteria.
• The use of mixed mooring for similar service, comprising full length synthetic ropes used in
conjunction with wires, should be avoided. If a wire line and synthetic line are used together in the
same service, the wire line will carry almost the entire load, while the fibre line carries practically
none.
• All ship’s mooring fittings should be designed to carry the minimum breaking load of the attached
mooring. The recommendations concerning the strength of ship’s mooring fittings are based upon the
principle of rope failure before fitting failure and fitting failure before hull or foundation failure.
2.2 Type and Quality of Mooring Lines
The mooring lines used to secure the tanker should preferably all be of the same material and construction.
Ropes with low elastic elongation properties are recommended for larger tankers as they limit the tanker’s
movement at the berth. High modulus synthetic fibre ropes are a viable replacement for winch stowed steel
wire ropes for the mooring of large tankers to terminals, other than single point moorings.
Moorings composed entirely of high elasticity ropes are not recommended as they can allow excessive
movement from strong wind or current forces, or through interaction from passing ships. Within a given
mooring pattern, ropes of different elasticity should never be used together in the same direction.
Polypropylene ropes are not recommended for mooring.
It should be realized that mooring conditions and regulations may differ from port to port. Where dynamic
(shock) loading on moorings can be caused by swell conditions or the close passing of ships, fibre tails on
the ends of mooring wires and high-modulus synthetic fibre mooring ropes can provide sufficient elasticity
to prevent failure of the mooring and other components in the mooring system. Such tails, whose length
should not exceed one third of the distance between the ship’s fairlead and the shore mooring bollard, may
be provided by the tanker or the terminal.
Chapter: 3
Because fibre tails will deteriorate more rapidly than the wires or high modulus synthetic fibre ropes to
which they are attached, the TDBF should be 125 – 130% of ship design MBL. They should be inspected
frequently, particularly in way of their connection to the wire, and be replaced at regular intervals.
2.3 Emergency Towing-off Pennants
Except at terminals where no tugs are available, it has become standard practice of some terminals to have
“fire wires”, or more correctly “emergency towing off pennants”, provided by the tanker so that in an
emergency tugs can pull the ship away from the berth, without the assistance of any crew member.
The requirements for emergency towing-off pennants should be subjected to review and risk analysis by
terminals to determine whether or not there should be a routine requirement for ships to rig them. Among
factors that should be considered are the following:
• Are towing-off pennants really necessary and what is the possibility of them being used?
• Do the terminal’s emergency procedures require a ship to be removed from the berth if it is
immobilised by fire?
• Is it possible to release the ship’s moorings to permit the ship to be removed from the berth?
• How long will it take for tugs to be mobilised?
• Could the deployment of emergency towing-off pennants compromise security arrangements for the
ship and terminal?
On tankers alongside a jetty, emergency towing-off pennants should be rigged on the offshore side. For
tankers at buoy berths, they should be hung on the side opposite to the hose strings.
The following table gives guidance on minimum breaking loads and lengths for emergency towing-off
pennants for various ship sizes.
Emergency Towing-off Pennants

Ship’s kDwt
MBL Length
Less than 20 30 tonnes 25m
20 –100 50 tonnes 45m
100-300 100 tonnes 60m
Emergency towing-off pennants should be of 6 x 36 IWRC construction and be made of the same type of
steel as recommended for standard mooring wires in MEG. Appropriate manufacturers certificates must be
available in Master’s file.
There are various methods for rigging emergency towing-off pennants and the arrangement may vary from
port to port. The standard method is to secure the wire with a minimum of five turns, inboard end must be
free on deck and to lead the outboard end direct to a shipside chock with a bight hanging over the side and
no slack on deck. Installation of wires must be under constant control of Officer in charge and as minimum 2
experienced persons in team during installation.
The outboard end of the line is provided with an eye to which a messenger line is attached and led back to
the deck. Messenger to be passed back through adjacent chock and made fast to cleat on deck (or any
mooring fitting, not railings!). During loading or discharging, the heaving line is periodically adjusted to
maintain the eye of the emergency towing-off pennant one or two metres above the waterline. Where
terminals require that an alternative method be used, the ship should be advised accordingly.
Emergency towing–off pennants should not be attached to a set of bitts with a Safe Working Load (SWL)
Chapter: 3
that is less than the Minimum Breaking Load (MBL) of the pennant. For double bollards, the SWL marked
on the bollard should be the maximum allowed when using a wire or rope belayed in a figure of eight near
the base of the bollard. This will be half the maximum permissible SWL when a single eye is placed over the
bollard.
When not in use, the pennants are preferably spooled onto reels which may be located on or below deck.
Wires must be properly greased (avoid excessive grease to prevent slippery effect) and maintained in
accordance with PMS and included into Mooring Matrix control. Heavily rusted, damaged wires must be
replaced with new installations.
2.4 Additional Shore Moorings
At some terminals, shore moorings are used to supplement the tanker’s moorings. Shore mooring lines, with
adequate tending arrangements, should only be provided to augment shipboard mooring lines when the
operating conditions at the berth exceed the restraint capacity of the vessel’s mooring system.
If the adjustable ends of the shore mooring are on board the tanker, the moorings should be tended by the
tanker’s personnel in conjunction with its own moorings. If shore based wires with winches are provided,
agreement should be reached over the responsibility for tending.
If shore based pulleys are provided, the tanker should tend the mooring since both ends of the line are on
board. For the avoidance of doubt, there should be clear agreement between the responsible officer and the
terminal representative with regard to who will take responsibility for tending any moorings provided by the
terminal.
At many conventional buoy mooring berths, the ship’s moorings are supplemented by shore moorings run
from the buoys or by ground moorings. These wires are often heavy and the handling of them around the
warping drum of a winch should therefore only be undertaken by experienced personnel.
3. Management of Moorings at Berths

3.1 Tending of Moorings
Deck Officer of the Watch is responsible for the frequent monitoring and careful tending of the ship’s
moorings. When tending moorings which have become slack or too taut, an overall view of the mooring
system should be taken so that the tightening or slackening of individual lines does not allow the tanker to
move or place undue loads on other lines. The ship should maintain contact with the fenders and moorings
should not be slackened if the ship is lying off the fenders.
3.2 Management of Moorings at Buoy Berths
While the tanker is at a conventional multi-buoy mooring, frequent and regular inspection is essential to
ensure that mooring lines are kept taut and that movement of the tanker is kept to a minimum. Excessive
movement may cause rupture of the cargo connections.
At single point moorings, a watchman should be stationed on the forecastle head to report any failure or
imminent failure of moorings or leakage of oil. The watchman should also report immediately if the tanker
‘rides up’ to the buoy and should be equipped with appropriate means to communicate with the officer of the
watch.
Chapter: 3
3.3 Line-tending Operations
3.3.1 Stopping off a Steel Wire.
There are two methods of stoppering a steel wire prior to turning it up on the bitts. One method is to use a
specially designed stopper such as the Carpenter Stopper. The second and only other recognised method of
stoppering wires is to use a length of chain. Rope must never be used as a stopper on wires because it does
not grip the wire well enough. Following figure shows correct method of stoppering off a steel wire.
3.3.2 Stopping off a Synthetic Rope.
The stoppering rope may be made fast by a turn around the leading bitt, if no ring is available. Double line
should be used for stoppers. The following figure shows correct method of stoppering off a synthetic
mooring rope.
3.3.3 Making Ropes Fast
When making synthetic fibre ropes fast to bitts, do not use a “figure of 8” alone to turn them up. Use two
round turns (but not more) around the leading post of the bitts before “figure of eighting”. This method
allows better control of the rope, is easy to use and is safer. It also prevents an effective reduction in SWL
caused by the compressive forces imposed by figure of eighting. Following figure shows how to secure a
rope correctly.
Leading post
Two round turns !

Chapter: 3
3.4 Tension Winches
Self-tensioning winches fitted with automatic rendering and hauling capability should not be used in the
automatic mode while the vessel is moored. In automatic mode, such winches, by definition, will render
under load and will allow the vessel to move out of position, with consequent risk to cargo arms or hoses.
3.5 Self Stowing Mooring Winches
Because their weight and size make manual handling difficult, mooring wires used by tankers are normally
stored on self-stowing mooring winches which may be either single drum or split drum. A number of
features of these winches need to be clearly understood by ships’ personnel in order to avoid vessels
breaking adrift from berths as the result of slipping winch brakes.
The holding power of the brake depends on several factors, the first being its designed holding capacity. This
may either have been specified by the shipowner or be the standard design of the winch manufacturer. Some
winches have brakes which are designed to slip or render under loads which are less than 60% of the
breaking load of the mooring line (MBL) handled. Every ship’s officer should be aware of the designed
brake holding capacity of the self-stowing mooring winches installed on the vessel.
In addition, deterioration of the brake holding capacity will be caused by wear down of the brake linings or
blocks, and it should therefore be tested at regular intervals, not exceeding twelve months. A record, both of
regular maintenance and inspections and tests, should be kept on the vessel. If the deterioration is significant,
particularly if the initial designed holding capacity was low in relation to the breaking load of the mooring,
the linings or blocks must be renewed.
Some of the newer self-stowing mooring winches are fitted with disc brakes, which are less affected by
wear. Kits are available for testing winch brake holding capacity on board for use by the crew.
There are also a number of operational procedures that can seriously reduce the holding capacity of winch
brakes if they are not correctly carried out. These include:
• The number of layers of wire on the drum
The holding capacity of a winch brake is in inverse proportion to the number of layers of the mooring wire
or rope on the drum. The designed holding capacity is usually calculated with reference to the first layer and
there is a reduction in the holding capacity for each additional layer. This can be substantial - as much as an
11% reduction for the second layer.
If the rated brake holding capacity of a split drum winch is not to be reduced, only one layer should be
permitted on the working drum.
• The direction of reeling on the winch drum
On both undivided and split drum winches, the holding power of the brake is decreased substantially if the
mooring line is reeled on the winch drum in the wrong direction. Before arrival at the berth, it is important to
confirm that the mooring line is reeled so that its pull will be against the fixed end of the brake strap, rather
than the pinned end. Reeling in the contrary direction can seriously reduce the brake holding capacity, in
some cases by as much as 50%. The correct reeling direction to assist the brake should be permanently
marked on the drum to avoid misunderstanding. Winches fitted with disc brakes are not subject to this
limitation.
Chapter: 3
• The condition of brake linings and drum
Oil, moisture or heavy rust on the brake linings or drum can seriously reduce the brake holding capacity.
Moisture may be removed by running the winch with the brake applied lightly, but care must be taken not to
cause excessive wear. Oil impregnation cannot be removed, so contaminated linings will need to be
renewed.
• The application of the brake
Brakes must be adequately tightened to achieve the designed holding capacity. The use of hydraulic brake
applicators or a torque wrench showing the degree of torque applied is desirable. If brakes are applied
manually, they should be checked for tightness.
4. References
• ISGOTT
• OCIMF Mooring Equipment Guidelines
• OCIMF Effective Mooring
• OCIMF Recommendations for Equipment Employed in the Mooring of Ships at Single Point
Moorings
• OCIMF Single Point Mooring Maintenance and Operations Guide
• Shipboard Safe Working Practices Manual
• Technical Management Manual
Tug Assistance in Port Approved by: Mikkjal Poulsen
Chapter: 4
TUG ASSISTANCE IN PORT

Damage to port facilities while berthing or unberthing has been the subject of many costly claims.
Insufficient tug assistance may vary. In ports where the harbour or pilotage authority stipulates or
recommends a specific number of tugs, the advice given may not always be appropriate. Similarly, a vessel's
port agent may not order enough tugs if there has been no prior discussion with the ship.
Masters should not be discouraged from insisting on additional support should they consider it necessary. It
is also recognised that tug charges are often the most expensive component of a port disbursements account,
and this fact has almost certainly led to Masters being encouraged to berth or sail on some occasions with
less tugs than desirable. The necessity of keeping port costs to a minimum is appreciated, but if sound
operational practices are overtaken by financial considerations, the chances of the vessel becoming involved
in a major incident will be magnified. Given the possible hull repair costs, downtime and claims, which may
ensue, reducing tug assistance to marginal levels is undoubtedly a false economy.
Occasions have also been noted where the number of tugs was satisfactory, but where dock damage occurred
due to one or more of the tugs failing to make fast in time. Optimum use should be made of the tugs
employed, and merely escorting a vessel until the last minute may prove detrimental if a crisis develops at an
inopportune moment.
The risks associated with inadequate tug assistance underline the necessity of pre-planning a vessel's port
entry or departure. Dialogue between the master and the pilot is essential, and the deployment of tugs should
be considered during this exchange of information.
A mutually understood pilotage plan will allow the pilot's actions and the vessel's passage to be monitored
by bridge personnel, allowing any deviation to be detected and questioned promptly. Given that masters
have no immediate control over tug manoeuvres once under way and may be unable to comprehend
messages between pilot and tugs, forward planning is important.
To reduce the likelihood of such incidents, Masters should consider the following:
• assessing the prevailing conditions, berth restrictions and any other limitations before entering or
leaving port the authority is given to order tugs, or additional tugs, should they consider the existing
arrangements inappropriate;
• discussing the intended tug assistance operations with the pilot when planning a vessel's port entry or
departure;
• carrying out a review of ports in regular use and evaluate the potential risks while berthing and
unberthing, and during the inward and outward transits;
• before a vessel calls at a new port, studying the charts for possible hazards and liaising with port
services to determine the most suitable configuration of tugs.
Tug and Other Craft Alongside Approved by: Aleksejs Sidorenko
Chapter: 5
TUG AND OTHER CRAFT ALONGSIDE

1. Scope
This procedure applies to tankers carrying hazardous, flammable or toxic cargoes.
2. Conditions to be Observed by the Craft

When going alongside a tanker, any craft must
• use engines and other apparatus and equipment so as to avoid sources of ignition, including spark
arresters for engine exhausts, where applicable;
• switch off their radar systems when approaching a tanker;
• have a proper fendering to prevent causing damage to the tanker’s hull;
• have notices prominently posted on the craft for informing personnel and passengers of the safety
precautions to be observed.
Tugs should push the tanker only at designated “strong points”, which should be indicated by markings.
3. Conditions to be Observed by the Ship

Before tugs come alongside to assist a tanker, all cargo and ballast tank lids and ullage ports should be
closed, no matter what grade of oil is being or has been carried, unless all the cargo tanks are tested and
proven free of hydrocarbon vapour.
4. Procedure
The number of crafts which come alongside and the duration of their stay should be kept to a minimum.
Subject also to any port authority regulations, only authorised craft having the permission of the Master and,
where applicable the terminal representative, should be permitted to come alongside or remain alongside a
tanker while it is handling volatile petroleum or is ballasting tanks containing hydrocarbon vapour.
The Deck Watch Officer must instruct personnel manning the craft that smoking, naked light and cooking
appliance regulations must be observed on the craft. In the event of a breach of the regulations, it is
necessary to cease operations.
Tugs and other craft must not be permitted to come alongside before the OOW has satisfied himself that it is
safe to do so.
No work can commence until the Craft Alongside Checklist is completed by the OOW.
If any unauthorised craft come alongside or secure in a position which may endanger the operations, they
should be reported to the port authority and, if necessary, operations should cease.
Except in an emergency, any intent by the Master, or request from the shore, for tugs to remain alongside
during loading or discharging volatile petroleum or ballasting tanks containing hydrocarbon vapour, should
be treated as non-routine and must not be undertaken without the full agreement of all parties concerned, and
only after a formal risk assessment has been carried out.
Tug and Other Craft Alongside Approved by: Aleksejs Sidorenko
Chapter: 5
In addition, applicable provisions of the Ship Security Plan shall be observed.
5. References
• ISGOTT
• Ship Security Plan
6. Appendix
• Form DPM-05.05.01 Craft Alongside Checklist Rev. 1 Date: 03.06.2020

LSC SIA
BRIDGE
CHECKLIST CRAFT ALONGSIDE
Ship’s Name:
Port/ Position:
Name of the Craft:
Description of work/ special conditions:
Section 1 These checks must be carried out by OOW before craft comes alongside
No. Items to Check Check Comment
Has the Master and any relevant Interested Party been advised of
1.1 work with craft alongside and, if required, an approval received?
Have reliable communication methods been established between ship
1.2 and craft?
1.3 Are all cargo and ballast tank lids and ullage ports securely closed?
1.4 Are radars on the craft switched off?
Have suitable precautions been observed where other craft is
1.5 alongside or special operations are being carried out?
Does the craft have a proper fendering to prevent causing damage to
1.6
the vessel’s hull?
Has the craft been advised on designated tug pushing points when
1.7 acting as tugboat during mooring and unmooring operations?
Has the approaching, mooring and separation plan being discussed
1.8 and agreed with the craft?
Have appropriate crew been briefed on the work with craft
1.9 alongside?
Section 2 These checks must be carried out by OOW when craft has come alongside
Has the craft applied optimal force in designated tug pushing points
2.1
when acting as tugboat during mooring and unmooring operations?
2.2 Is the craft in a state of readiness to depart under her own power?
Has the Master of the craft been advised of safety regulations,
2.3 particularly smoking, naked lights cooking appliance?
Has the Master of the craft been advised of the emergency signals
2.4 and action to take in case of emergency?
These checks must be carried out by OOW when craft has come alongside and at least
Section 3
every 4 hours thereafter
No. Items to Check Check/ Comment
3.1 Is the craft properly secured alongside?
Is there safe access between the ship and
3.2 craft?
Has the agreed means of communication
3.3 effective?
Has a lifebuoy with light and line been
3.4 placed in position?
3.5 Is lighting adequate?
Date:
Time:
Initials:
Position:

Chapter: 6
Ship-to-Ship Operations Approved by:
Aleksejs Sidorenko
SHIP-TO-SHIP OPERATIONS
1. General
1.1 STS Transfers
A Ship-to-Ship (STS) transfer operation is an operation in which the cargo is transferred between seagoing
vessels which are moored alongside each other. The operation may take place when one vessel is at anchor
or when both are underway. In general, the operation includes the approach manoeuvre, berthing, mooring,
hose connection, safe cargo transfer, hose disconnection and unmooring.
1.2 References
In order to prevent accidents during ship-to-ship operations ship Masters are requested to ensure strict
compliance with the approved STS Plan (Ship to Ship Operations Plan required by MARPOL 73/78 for oil
tankers) and the requirements of ISC/OCIMF/CDI/SIGTTO Ship to Ship Transfer Guide for Petroleum,
Chemical and Liquified Gasses. STS Checklists from Ship to Ship Operations Plan should be used.
1.3 Operations Prior to STS
Prior to the operation commencing, the operators of both vessels must verify the design compatibility of the
two vessels to ensure that the mooring, hose handling, cargo transfer and communications is handled safely
and efficiently.
The transfer area is to be agreed bearing in mind that mooring underway will require considerably more sea
room than if one vessel is at anchor throughout. If one vessel anchors, either throughout or after the mooring
operation is complete, then the anchorage must be pre-selected as checked as suitable and the anchoring ship
should have sufficient holding power to accommodate both vessels.
If the oil transfer is to take place in Coastal State territorial waters or in exclusive economic zone, it must be
ensured that the Coastal State is notified not less than 48 hours in advance of the scheduled STS operat ion,
for notification details ship’s STS Plan should be consulted.
For transfers undertaken at sea involving MARPOL Annex I cargoes, the designation of Person in Overall
Advisory Control (POAC) is a mandatory requirement. Before commencement of STS operations Master
must obtain information from agent or STS provider about experience and qualification of POAC. At least
following information shall be requested:
• An appropriate management level deck license or certificate meeting international certification
standards, with the International Convention on Standards of Training Certification and
Watchkeeping for Seafarers (STCW) and dangerous cargo endorsements up-to-date and appropriate
for the ships engaged in the STS operation.
• Attendance at a recognized ship handling course.
• Experience in conducting mooring/unmooring operations in similar circumstances and with similar
vessels.
• Experience in oil tanker cargo loading and unloading.
• A thorough knowledge of the transfer area and surrounding areas.
• Knowledge of spill clean-up techniques, including familiarity with the equipment and resources
available in contingency plans.
• Knowledge of STS operations plans and associated joint plans of operation
Chapter: 6
Aleksejs Sidorenko
The POAC duties may be assumed by either the Master of the Discharging or Receiving ship or a specialist
STS Superintendent. If one of the Masters takes control then it is usually the Master of the manoeuvring
vessel. The agreement between all parties of the overall controller must be clarified prior to the
commencement of the STS operation.
It is important that following items are completed before the STS operation in order to ensure proper crew
familiarization and emergency preparedness:
• Training and familiarization of ship’s personnel (ref. ISC/OCIMF/CDI/SIGTTO Ship to Ship
Transfer Guide for Petroleum, Chemical and Liquified Gasses, Section 1.8);
• STS emergency drill within 24 hours and in any case not more than 7 days before commencing STS
transfer operations (ref. ISC/OCIMF/CDI/SIGTTO Ship to Ship Transfer Guide for Petroleum,
Chemical and Liquified Gasses, Section 10.1);
1.4 Transfer Conditions
The prevailing weather should be taken into account and specified meteorological criteria should be agreed
at which the operation will be suspended and/or aborted.
Tidal and current information must also be consulted and taken into account.
1.5 Bridge Operations during STS Transfers
During STS Operations the bridge is the communication centre for the on board operation. It should be
manned throughout the operation and all communications channels used in the operation should be
monitored.
The watchkeeping duties of the OOW should reflect the status of the vessel, i.e. at anchor, under way,
drifting etc. and the relevant sections of this Manual complied with.
Throughout the operation the International Code Signals, lights and shapes, should be exhibited. Any local
regulations concerning special signals must also be taken in to account, if the vessel is operating in territorial
waters.
2. STS Mooring Operations

In order to prevent accidents during ship-to-ship mooring operations ship Masters are requested to ensure
strict compliance with the requirements of ISC/OCIMF/CDI/SIGTTO Ship to Ship Transfer Guide for
Petroleum, Chemical and Liquified Gasses.
Open sea STS operations above mentioned guides consider manoeuvring alongside with two ships under
power as more safe practice compared to manoeuvres with one ship at anchor. This more safe practice
should be always used at relevant conditions.
In case of any non-compliance with requirements of above mentioned guides or any doubts concerning ship
safety the Master must contact relevant Marine Superintendent of LSC SIA before STS mooring operation.
If necessary, Master should contact DPA for support.
Chapter: 6
Aleksejs Sidorenko
2.2 General Guidance on Mooring Operations
This guidance refers only to critical points of STS mooring operations and more frequent deficiencies
revealed during investigation of ship accidents happened during STS mooring operations. This guidance in
no way substitutes all other requirements of ISC/OCIMF/CDI/SIGTTO Ship to Ship Transfer Guide for
Petroleum, Chemical and Liquified Gasses., which must be properly complied with.
ISC/ OCIMF / CDI / SIGTTO STS Guide Reference Company additional guidance
APPLICATION
The recommendations apply to seagoing ships when it is intended STS Guide requirements also apply to STS
that they moor alongside each other. However, the guide may also b e bunkering operations at open sea.
useful as a reference when establishing rules for transfer operations
between seagoing ships and barges.
RESTRICTIONS
If Masters are unfamiliar with, or inexperienced in, STS transfer Master can be assessed as adequately experienced if
operations, it is strongly recommended that an STS Superintendent be he
employed to advise them. • has been in Master’s position on particular ship
or sister ship at least 24 months;
• has completed relevant shore based
Shiphandling courses; and
• has STS operations experience during last 24
months.
If in any doubt, Master should agree his status with
Company responsible Marine Superintendent.
MANOEUVRES WITH ONE SHIP AT ANCHOR Master must always use an experienced STS
It is recommended that the services of an experienced STS Superintendent when being Manoeuvring Ship at
Superintendent be utilised for this type of operation. manoeuvres with one ship at anchor.
MANOEUVRES WITH ONE SHIP AT ANCHOR Being an anchored ship, Master can agree on
The anchored ship should advise the manoeuvring ship immediately manoeuvres with one ship at anchor only at
if she has any tendency to yaw. Where there is a tendency to yaw following conditions:
excessively, a tug should be employed to hold the anchored ship on a • ship has not any tendency to yaw under
steady heading. If no tug is available, postponement of the operation favourable weather conditions; or
should be considered. • tug is used for mooring.
Berthing and unberthing operations should be conducted during Master can perform night-time mooring if he has
daylight unless the personnel concerned are suitably experienced in such STS mooring experience on particular ship
night-time STS manoeuvring operations. during last 24 months. Otherwise STS
Superintendent should be used for mooring
operation.
PRELIMINARY INFORMATION
Advice to be given to the ship by the organisers: Before STS mooring operation Master has to
• the organiser’s full title, identification of person in overall receive full details of responsible persons,
advisory control and contact numbers. comprehensive information on size, condition,
• details of equipment freeboard, fender arrangement of lightering vessel,
• identity of the STS service provider and/or STS which must fully comply with OCIMF standards.
Superintendent When all required information is not available,
It is strongly recommended that information relating to the overall Master must postpone commencement of STS
dimensions, freeboard, position of manifolds, mooring points and mooring operation until all relevant information has
fenders should be passed to the Masters of the ships at the earliest been received from relevant parties.
opportunity.
The Masters of both ships should make the following preparations Master must be fully familiar with relevant Ship to
before manoeuvres begin: Ship Transfer Guide and present Chapter of the
• a study of the procedures given in this guide, supplemented DPM.
by any instructions issued by shipowners or organisers.
Chapter: 6
Aleksejs Sidorenko
ADVISORY CONTROL
An STS transfer operation should be under the advisory control of Master should apply to person in overall advisory
one individual (the person in overall advisory control), who will be control to clarify any safety concerns.
either one of the Masters concerned, or an STS Superintendent. If Master doubts regarding safety of STS operation,
he should seek for additional information or advice
The person in overall advisory control must be mutually agreed from Charterers, LSC Tanker DPT operators and
between the two ships and this should be clearly established by both LSC SIA.
Masters prior to the start of operations if not agreed earlier with the
STS organisers. Logbook entries to the agreement should be made.
MASTER’S RESPONSIBILITY
It is not the intention of these recommendations that the person in Person in overall advisory control, STS
overall advisory control in any way relieves the ship’s Master of any Superintendent does not relieve the Master from his
of his duties, requirements or responsibilities. duties and obligations for the safe manoeuvring of
the vessel. If the Master is in any doubt as to the
For all STS transfer operations each Master remains at all times safety of STS mooring operation he should seek
responsible for the safety of his own ship, its crew, cargo and clarification from all concerned parties and has to
equipment and should not permit safety to be prejudiced by the insist on compliance with all STS Guide and
actions of others. Company recommendations.
RISK ASSESSMENT
The risk assessment should cover operational hazards and the means Checklists (presented in chronological order) for
by which they are managed. Operational Safety Checklists, as STS transfer operations at sea and in port must be
provided in Appendices E and G, are one such example of a risk completed accordingly.
management tool.
For STS operations being undertaken in a new area, or in the event of Where relevant Company procedure Risk
a deviation from a routine STS transfer, a risk assessment should be Management from Main Company Manual must be
carried out for each „non standard” activity. used to carry out risk assessment. Completed form
MCM-09.01.01 must be forwarded to responsible
Marine Superintendent via Workflow in SMIS, who
has to review risk assessment and will advise on
additional preventive measures, if any.
SECONDARY FENDERS
It is the responsibility of the person in overall advisory control to Master must inform person in overall advisory
determine the fender requirements and to agree these with all of the control on secondary fender requirements and insist
other parties involved. on compliance with STS Guide and Company
recommendations.
Fenders used in STS transfer operations offshore are dividend into It must be understood by all parties that secondary
two categories: fenders are important to prevent contact of ships
• primary fenders which are positioned along the parallel body during mooring and unmooring operations.
of the ship Before STS mooring operation secondary fenders
• secondary fenders which are used to protect bow and stern must be positioned fore and aft of the parallel body
plating from inadvertent contact if the ships get out of at height above waterline approximately equal to
alingment during mooring and unmooring. The point(s) lesser freeboard of both ships.
where such contact is likely to occur, which may be Secondary fenders must have appropriate
relatively high up due to flare of a bow or a stern, should be dimensions (approximately 1 metre in diameter with
identified in advance of the operation and the secondary appropriate length to protect all points where
fenders positioned accordingly. contact is likely to occur), they can consist of several
sections in order to reduce weight and facilitate
Secondary fenders may be positioned fore and aft of the parallel their positioning.
body. If relevant air or foam filled fenders are not
available, sections of used tyres fastened on logs
Secondary fenders may be either air or foam filled. It can, however, may be used in consultation with responsible
be advantageous for secondary fenders to be light in weight because Marine Superintendent.
they must often be hauled well above the waterline and located in While secondary fenders must be rigged only on
positions with limited access to lifting gear or support points. manoeuvring ship, Master of other ship should
assess necessity and, if deemed appropriate, position
Landing on an unprotected hull sections is less likely if the fenders relevant secondary fenders on his ship also.
are rigged on the manoeuvring ship, and it is therefore preferable that
fenders be secured to that ship.
Chapter: 6
Aleksejs Sidorenko
PREPARATIONS FOR MOORING

The Masters of both ships should make the following preparations Master must ensure that other ship also complies
before manoeuvres begin: with relevant requirements before mooring
• each ship to be upright (having no list) and at a suitable trim. operation.
• fenders correctly positioned, connected and secured as
appropriate and as required by the STS transfer procedure.
During the operation, freeboard differences should be kept to a
minimum, with consideration given to ballasting the higher ship and
de-ballasting the lower one where this is possible.
The procedures adopted should be in accordance with these STS mooring operation should be carefully pre-
guidelines and should be discussed and agreed with the Masters of planned in details, discussed and fully understood
both ships before the operation commences. by both ships. Relevant entries should be made in
deck log.
MOORING OPERATIONS
MANOEUVRES WITH ONE SHIP AT ANCHOR Manoeuvres with one ship at anchor without tug
This manoeuvre can be preferred for more constrained transfer area s, assistance are not recommended by the Company
especially when tug assistance is available, or if the manoeuvring ship and therefore can be performed only after
is fitted with a bow thruster. Where current and wind are not from the comprehensive risk assessment and with agreement
same direction or the wind varies in speed or direction the anchored of responsible Marine Superintendent.
ship can yaw (or lie cross-current), making it difficult for the
manoeuvring ship to berth alongside. Also both ships could
experience different effects due to their different freeboards and
draughts. In these circumstances tug assistance may be advisable to
hold the anchored ship on a steady heading during berthing.
MANOEUVRING ALONGSIDE WITH TWO SHIPS UNDER Master must comply with STS Guide manoeuvring
POWER guidance.
One of the two ships, normally the larger, maintains steerage way at Master also should consult Shiphandling Guidance
low speed (preferably about 5 knots) keeping a steady course. on STS Operations in this Chapter. The Parallel
It is recommended that the manoeuvring ship approaches and berths Approach method should be used as a safer method
with the port side to the starboard side of the constant heading ship. for mooring.
MANOEUVRING ALONGSIDE WITH TWO SHIPS UNDER
POWER
The following points are emphasised for STS transfer operations:
• generally, during manoeuvring, the wind and sea are kept on the
port bow of the usually larger constant heading ship.
• the angle of approach adopted by the manoeuvring ship should
not be excessive.
• the manoeuvring ship should parallel the course of the constant
heading ship at a safe distance before then positioning itself
relative to the constant heading ship.
• the two ships should preferably make parallel contact at the same
speed with no astern engine movements being necessary.
• the effects of ship interaction should be anticipated when
manoeuvring at close quarters.
DULY ABORT OF MOORING OPERATIONS
The Masters of both ships should always be prepared to abort a STS operation should be carefully pre-planned,
berthing operation if necessary. The decision should be taken in including those special circumstances and weather
ample time while the situation is still under control. The Masters of conditions when this operation to be suspended.
both ships should immediately informed of each other’s actions.
MANOEUVRING ALONGSIDE WITH TWO SHIPS UNDER Master of the Constant Heading Ship must carefully
POWER follow to the Mooring Ship manoeuvres. If he has
The following points are emphasised for STS transfer operations: the slightest doubt about the safety of the
• if either of the Masters of the ships or the STS manoeuvre, he must abort the mooring operation
Superintendent has the slightest doubt about the safety of the immediately.
manoeuvre, the berthing operation should be aborted..
If either ship fails to observe any of the safety requirements during If after commencement of mooring operation
the STS transfer operation, this should be brought to the attention of Master finds out or has doubts that other ship
the Master of the ship concerned and operations should be suspend ed complies with relevant requirements, he must abort
until the situa tion is rectified. berthing operation immediately.
Chapter: 6
Aleksejs Sidorenko
2.3 Shiphandling Guidance on STS operations
2.3.1 STS Operations on an Anchored Ship
In this case one ship (normally the larger) remains at anchor throughout the operation, allowing the second
ship (normally smaller and more manoeuvrable) to berth alongside. The main shiphandling problem during
this berthing operation will probably be yawing of the Anchored Ship. Such yawing can make a safe
berthing very difficult, particularly if a combination of some of the following unfavourable factors is
present:
a) The anchorage is an exposed open roadstead.
b) Strong and conflicting environmental conditions of wind, sea, and current.
c) The use of large ships.
d) The manoeuvring characteristics of the berthing vessel being unsuitable for the task. (suitable
manoeuvring characteristics for such a vessel could include - size below 100,000 Dwt, bridge control
of main engine, controllable pitch propeller, high engine power in relation to Dwt, adequate
steerageway at low minimum speed, and a powerful bow thruster).
If a wrong combination of the above factors is present, then a difficult operation could become potentially
very dangerous; it would be advisable to consider the alternatives, of either postponing the operation, or
carrying out the berthing with both ships underway. Some aspects of berthing, with both ships underway, are
described below.
Dangerous Positions during STS Mooring (for guidance refer to diagrams X and Y)
Diagram X & Y
Chapter: 6
Aleksejs Sidorenko
It is important to be aware of two potentially dangerous positions, which need to be avoided during the
"berthing phase".
a) Diagram "X" shows the port bow of the Berthing Vessel getting too close to the starboard quarter of
the Anchored Ship. Strong Interaction forces will tend to attract the bow of the Berthing Vessel
into the side of the Anchored Ship - at the same time the Anchored Ship will tend to be turned to
Starboard across the bow of the Berthing Vessel.
b) Diagram "Y" shows that the Berthing Vessel has overshot the Anchored Ship during the final
approach. Strong Interaction forces will now tend to attract the bow of the Anchored Ship into the
after section of the hull of the Berthing Vessel - at the same time the Berthing Vessel will tend to be
turned across the bow of the Anchored Ship.
2.3.2 STS Operations with Two Ships under Power
To avoid above mentioned two dangerous positions two distinct methods of approach and berthing with two
ships under power have been developed, namely:
i) The Parallel Approach - a safer slower method.
ii) The Angled Approach - a faster method, where considerable experience and expertise are
required.
The Parallel Approach - see diagram A.
Diagram A
The Berthing Vessel approaches the Constant Heading Ship from the quarter, and "takes station" about a
ship's length off - this avoids passing through the dangerous Interaction area around the other ship’s stern.
The Berthing Vessel does not attempt to close the Constant Heading Ship until the following conditions are
matched to this ship: a) Speed; b) Position.
Chapter: 6
Aleksejs Sidorenko
The Berthing Vessel now starts to close the Constant Heading Ship at a fine angle of some 10 degrees or
less. As the distance closes, care must be taken for both Speed and Position of the Berthing Vessel to match
that of the Constant Heading Ship.
Interaction Forces around the Bows of each vessel will tend to oppose contact between the ships. It is
essential for the Constant Heading Ship to use effective rudder to counteract this force, and maintain a
steady course. The Berthing Vessel will need to use rudder to drive the ships together.
The Berthing Vessel should aim to make "first contact" on the forward shoulder fender, and still maintaining
the approach course at a fine angle to that of the Constant Heading Ship. Immediately after "first contact"
there will be a tendency for the Berthing Vessel to bounce off the shoulder fender; this tendency will be
reinforced by Interaction pressure forcing the bows apart, and Interaction suction bringing the sterns
together. At this stage the Berthing Vessel will need to be prepared to use considerable port rudder to stop
the bows separating, and a gap opening between the two ships.
It is considered advisable for the Berthing Vessel to remain bow in to the Constant Heading Ship at a fine
angle until all the forward mooring lines and springs are secured. The Berthing Vessel can then ease gently
parallel to the Constant Heading Ship assisted by Interaction suction at the stern. After mooring lines and
springs can now be secured.
Once the Berthing Vessel is fully secured to the Constant Heading Ship it is normal practice to proceed to
anchor the larger ship, prior to cargo transfer. However, circumstances may favour transferring cargo
underway.
The Angled Approach - see Diagram B.
Diagram B
Chapter: 6
Aleksejs Sidorenko
This method is faster than the Parallel Approach, but does require considerable expertise and experience, and
thus is potentially more dangerous.
The Berthing Vessel closes the Constant Heading Ship from the quarter at a fine angle, aiming to make "first
contact" on the forward shoulder fender; the Berthing Vessel thus needs a slightly greater speed than the
Constant Heading Ship during this approach. The Berthing Vessel needs to maintain this speed advantage
when passing through the Constant Heading Ship's quarter wake, and then through the dangerous Interaction
area around the Constant Heading Ship's stern.
It is then necessary to reduce the Berthing Vessel's speed, so that by the time of "first contact", the two ships
speeds are matched. This is where expertise is required, as effective steerageway must be maintained.
Once "first contact" is made, then the procedures described under Parallel Approach apply.
2.3.3 Precautions during Cargo Transfer
During Cargo Transfer careful attention needs to be paid to mooring lines during the transfer of cargo, due to
potential changes in the following factors:
a) Weather conditions.
b) Change of tide.
c) The freeboards of both vessels will be changing.
d) Stability changes may well affect the rolling periods of both vessels.
2.3.4 Unberthing
Upon completion of cargo transfer it is important that the Unberthing Operation is carefully planned, and
safely executed. In particular the following points need consideration:
a) The Freeboards of both vessels will have changed considerably since berthing.
b) The Sequence for letting go mooring lines needs careful consideration, particularly when only small
deck crews are available.
c) All personnel involved need thorough briefing.
d) The Departing Vessel will probably be fully laden. Powerful engine movements will be required to
get her moving initially, particularly when wind and/or current are present.
e) Departure can be made, either with both vessels underway, or from one ship at anchor; the actual
method will depend on local conditions and procedures.
f) When all mooring lines have been let go, Interaction Forces may cause both vessels to remain locked
together. In such circumstances care, patience, and skilled planned shiphand ling are needed to ensure
a safe departure.
g) The departure procedure may involve "lifting off" the bow of the departing vessel. Consideration
needs to be given to the effect of the vessels' sterns closing - boats and bridge wings can come into
contact, particularly when ships are rolling in a seaway. Appropriate fendering needs to be in place.
3. Risk Assessment of STS Operations

3.1 STS Checklists
Before engaging in any STS transfers the latest edition of the ISC/OCIMF/CDI/SIGTTO Ship to Ship
Transfer Guide for Petroleum, Chemical and Liquified Gasses is to be consulted. The procedures and
guidelines contained therein should be complied with throughout the operation. The checklists contained in
Chapter: 6
Aleksejs Sidorenko
STS Plan should be completed and communicated as indicated. The ISGOTT Ship / Shore Safety Checklist
must also be completed as part of the cargo transfer procedures.
3.2 Formal Risk Assessment of STS Operations
For STS operations being undertaken a risk assessment should be carried out by Master and documented
according to Company’s SMS requirements.
4. Record Keeping
Ship’s Master should keep records for all STS operations which should include, but not limited to the
following:
• STS Checklists as per STS Plan
• The JPO (Joint Plan of operations) as provided by the service provider
• Risk assessment as submitted by the Service Provider
• Detailed Mooring Plan of participating vessels.
• Copies of certificates of fender and hoses
• Notification to coastal authorities
• Details of Drills associated with the specific STS Operation
• Records of Crew Experience
• Post feedback/ assessment by the Master
STS operation post assessment (form DPM-05.06.01) should be completed by the Master after each
operation, filed and provided to the Company upon request.
5. Appendix
• Form DPM-05.06.01 STS Operation Report Rev. 0 Date: 03.06.2020

LSC SIA
STS Operation Report
LSC Vessel 3rd Party Vessel
Vessel Name: Vessel Name: Flag:
Master: Master:
LOA: Beam: DWT: LOA: Beam: DWT:
Charterer:
STS Service Provider:
Position of Operation:
Type of Operation:
Date of Operation: Cargo Transferred:
Questions / Topics below to be rated using the following :
1 - Poor / 2 - Fair / 3 - Good / 4 - Very Good / 5 - Excellent
Grades 1 , 2 and 5 will require supporting comments
A STS Service Provider Grade Remarks
1 Effective communication (oral / written)
2 Experience
3 The manner in which this particular operation handled
4 Condition of fenders provided
5 Condition of hose provided
B 3rd Party Vessel Grade Remarks
1 Overall condition/appearance
2 Effective communication (oral / written)
3 Mooring Operation
4 Adequate manpower for operations
5 Mooring equipment condition / layout
6 M/E readiness
7 Condition of cargo system (Including IGS)
8 STS operation checklists complied
9 Condition of Cargo transfer hose
10 Condition/location of fenders provided
11 Cargo Operation
12 Crew performance/cooperation
13 Safety Awareness level
14 Overall Vessel suitability
C Comments and Remarks:
Master: Date:

Chapter: 7
Helicopter Operations Approved by:
Aleksejs Sidorenko
HELICOPTER OPERATIONS
1. General
Helicopter operations should be conducted in accordance with the recommendations contained in the latest
edition of ICS Guide to Helicopter/Ship Operations.
The use of helicopter services to Company vessels for routine operational purposes is approved by the
Company subject to the service being judged, cost effective, beneficial. The company office will advise on
the status of approved helicopter services and routines for requesting service. Appropriate Risk Assessment
must be completed at SMIS with reference to ICS Guide recommendations.
In addition, helicopters may be used in an emergency situation or when it is an operational necessity such as
when embarking and disembarking pilots at such ports where helicopters are the only means for carrying out
embarkation/disembarkation of pilots for certain type/size of vessel.
Shipboard sites and markings for helicopter operations should be in accordance with and as detailed in the
ICS Guide to Helicopter/Ship Operations.
When engaged in helicopter operations, vessels must always be on standby conditions, whether at anchor or
underway. Should it become necessary to alter course or speed during an operation, the helicopter pilot must
be informed immediately by VHF Radio.
Vapour pressure inside Cargo Tanks of not Gas Free tanker must be released to minimum positive pressure
(200-300 mm Wg at each cargo tank) at least 30 minutes before Helicopter operations and then the vents
must be completely secured.
All tanks lids, valves and other openings openings (even if the vessel is gas-free) of the cargo and ballast
system must be tightly closed and no trace of gas must be evident when permission is given for the
helicopter to take up position over the vessel. This condition must be rigidly maintained irrespective of
dispersal conditions from wind and rotor down draft.
All aerials together with standing and running rigging in the vicinity of helicopter operations are to be
lowered or secured well clear of the manoeuvring area. Masters must, on every occasion, specifically check
against this type of obstruction and advise the helicopter pilot accordingly.
Attached Check List should be completed by Master before helicopter operations.
2. Appendix
• Form DPM-05.07.01 Helicopter – Ship Operations Checklist Rev. 1 Dated: 21.07.2021

LSC SIA HELICOPTER - SHIP OPERATIONS CHECKLIST
Date:
Ship name: Purpose of Helicopter Operations:
Ship location (rendezvous position): Helicopter operator:
Part 1 – General
Item Check Status Remarks
 Yes
Deck crew briefed and ready to guide helicopter
1.1
passengers.
Deck crew complete, correctly dressed (PPE and
1.2
distinctive clothing) and in position.  Yes
Hook handler additionally equipped with strong
1.3 rubber gloves and rubber soled footwear (static  Yes
discharge).
1.4 Rescue party briefed and standing by.  Yes

1.5 Rescue boat prepared and ready for lowering.  Yes
 Yes
Crew members not involved in operation clear of the
1.6
operating area.
1.7 Access to and exit from the operating area clear.  Yes
The following equipment is ready for immediate use:
• Red emergency signalling lamp;
• Large axe;
• Crowbar;
• Adjustable wrench;
• Fire resistant blanket;
• 60cm bolt/wire cutters;
•
 Yes
Grab or salving hook;
1.8
• Heavy duty hacksaw, complete with six
spare blades;
• Ladder;
• Lifeline, 5mm diameter x15 m in length;
• Side cutting pliers;
• Set of assorted screwdrivers;
• Harness cutting knife complete with sheath;
• First Aid kit.
Dedicated safe access markings to guide
1.9
passengers near to helicopter operating areas.  Yes
1.10
Landing or winching area free of contaminants,
including surface water.
 Yes
1.11
Wide area sweep completed to remove/secure loose
objects or objects that could become dislodged by  Yes
the helicopter’s downdraught.
1.12
All aerials and standing or running rigging/gear above  Yes
and near to the operating area lowered or secured.
1.13
Pennant or windsock clearly visible to the helicopter
pilot.  Yes
Firefighting systems/equipment:
• Pumps running with adequate pressure on
 Yes
deck;
• Required fire hoses, monitors, portable
foam equipment and dry powder
1.14 extinguishers, ready for use, near to but
clear of the operating area;
• Fire hoses and foam nozzles/monitors
pointing away from the operating area
(inadvertent discharge).

LSC SIA HELICOPTER - SHIP OPERATIONS CHECKLIST
1.15
The correct lighting (including required navigation
lights) set.  Yes
Ship with no inert gas (IG) – Pressure released from
1.16 tankers 30 minutes before start of helicopter  Yes
operations.
1.17
Ship with IG – Tank pressures maintained below
relief valve settings.  Yes
1.18 All tank openings securely closed.  Yes
1.19 No venting planned or expected.  Yes
1.20 No simultaneous operations.  Yes
1.21
Ship manoeuvring requirements understood and
communicated.  Yes
1.22
Internal radio communications established by RO
equipped with portable radio, headset and noise  Yes
cancelling microphone.
1.23
External communications established with helicopter
operator/helicopter pilot.  Yes
1.24
Ship readiness confirmation by the Officer of the
Watch (OOW).  Yes
Checks completed : Date and time :
Master (signature/print name)
Part 2 – Pre-landing
2.1 Deck crew briefed on landing arrangements.  Yes

 Yes
All personnel warned to keep clear of rotors and
2.2
exhausts.
2.3 Operating area free of heavy spray or seas on deck.  Yes
Side rails and, where necessary, awnings,
2.4 stanchions and other obstructions have been  Yes
lowered or removed.
2.5 Portable pipes removed, open lines blanked.  Yes

Rope messengers ready in case required for
securing the helicopter.  Yes
2.6
(Only the helicopter pilot may decide whether to
secure the helicopter.)

Part 3 – Additional checks for Evacuation of Casualty
 Yes
Decide and arrange a rendezvous position as soon
3.1
as possible if the ship is beyond helicopter range.
Medical information about mobility of casualty
3.2
provided.  Yes
Prepare and pack seafarer’s documents (passport,
3.3
medical records, etc.)  Yes
Ensure the patient is tagged to show details of any
3.4
medication which has been administered.  Yes

Emergency Towing Approved by: Mikkjal Poulsen
Chapter: 8
EMERGENCY TOWING
1. General
Ways of emergency towage depend on the type of the tow and the towing vessel, equipment, damages and
their scope, weather conditions and area of sailing.
There are two basic types of towage:

• by a trading vessel;
• by a salvage tugboat.
Specific character of towage by/of a trading vessel is determined by the necessity to install towing
equipment if there is no established gear, as well as by a limited availability of means for making a towing
line and absence, in many cases, of precise data for calculations required.
Emergency towing procedures are detailed in the ship specific Emergency Towing Booklet (ETB). A copy
should be also kept in a common electronic file format, which will allow faster distribution to the concerned
parties.
A minimum of three copies of the ETB should be kept on board and located in the following locations:
• the bridge;
• at forecastle space; and
• the ship’s office or cargo control room.
A copy of the ETB is also kept by the Company in order to facilitate the passing on of information to the
towage company as early as possible in an emergency.
Crew with the assigned responsibilities in the ETB must be familiar with
• the requirements pertaining to their duties;
• the possible scenarios listed in the ETB including rigging of the various towing arrangements;
• the equipment stowage location and accessibility (any identified improvements to stowage
arrangements should be implemented);
• power availability required for winches and tools, as well as for deck lighting (for bad/low visibility
and night time situations).
Emergency Towing procedures are to be drilled at least quarterly on board the ship.
In case of emergency towing the Emergency Towing Checklist (form DPM-05.08.01) should be completed
by the Master.
2. Preparations
Prior to commencement of operations the following should be detailed:
• Methods of fastening the towing equipment on the tug and the tow.
• Methods of towage depending on damages and the type of emergency towing equipment (fore or aft).
• Usage of the tug’s or the tow's equipment to arrange a towing line.
• Methods of passing and taking in of a towing line.
• Methods of on-scene communications using VHF, lights, sound signals and flags during the period of
operations.
Emergency Towing Approved by: Mikkjal Poulsen
Chapter: 8
• Methods of emergency let go of the towing line.

• Towing speed depending on the length and strength of the available towing line and taking into
account weather conditions and region of sailing.
• Safety measures while passing or fastening the towing line.
• Actions of both ships at commencement of the towage, slackening away or heaving up the towline, at
finishing the towage and at the completion of the towage and let go of the tug.
The same things should be defined for towage by a tug boat, but in this event the task is simplified as the tug
is provided with an established towage equipment.
Prior to commencement of the operations the staff employed for this purpose on the ship/ ships should be
instructed in detail on observance of safe working practices.
Directions given by the tug in respect of towage should be immediately carried out by the tow.
3. Towing Operation
During the towage operation the following should be kept in mind:
• To avoid dangerous tension in the towing line the latter should have a slack equal to the wave height.
• Although the stopped propeller increases resistance to movement, the tow keeps the course better.
• If possible, the tow should use its own steering gear, otherwise the rudder blade should be put
straight.
• If the M.E. is operative, it should be used only on the tug's order.
• During the towage operation a continuous watch over the towing line should be posted on the ship
and means should be provided for emergency let go of the tug
4. Appendix
• Form DPM-05.08.01 Emergency Towing Checklist Rev.0 Date: 01.04.2018

LSC SIA
BRIDGE
CHECKLIST EMERGENCY TOWING CHECKLIST
Ship’s Name:
These checks must be carried out by Master prior to towing
No. Items to Check Check Comment
To notify the Shipowner / Charterer / Operator and
1
keep in touch with them
To obtain confirmation on singing a Salvage Contract /
2
Towage Contract (if possible)
3 To establish continuous communication with the tug
4 To agree with the tug on:
4.1 Method of towage and arrangements for a towing line
4.2 Method of passing the towing line
4.3 Method of fastening the towing line
Communication means for the whole period of the
4.4 operation and co-ordination of actions at different
stages of the operation
To give directions to the personnel participating in the
5
operation
6 To assess possibility of using the tow’s steering gear
7 To assess possibility of using the tow’s main engine
To assess possibility of using deck machinery of the
8
tow
9 To post a continuous watch over the towing line
To get ready equipment for emergency let go of the
10
tug
To make ready substitutes for tug line elements in case
11
of its parting

Ice Operations Approved by: Mikkjal Poulsen
Chapter: 9
ICE OPERATIONS
1. Objectives
The objective of this procedure is to provide instructions to the Master and crew for navigation and
operations
• in ice conditions; and/ or
• low temperatures (down to -25°C).
2. Requirements
2.1 General
Many challenges are present for vessels to operate in the harsh winter environment with ice covered sea and
low temperatures. Before directing the ship to the area with ice a formal risk assessment should be
conducted applicable to the particular voyage taking into account all reasonably foreseeable risks.
Intended operation of the vessel and operational scenario should always be used to determine necessary ice
class and application of the relevant regulations, to enable the ship operate efficiently and safely. Ship’s
operation must never be permitted outside the worst intended conditions and design limitations.
Ship’s Master and crew should be properly trained in ship operation in ice and low temperature conditions.
2.2 Ice Class Rules
2.2.1 Rules of Coastal States
In accordance with Article 234 of UNCLOS, 1982 Coastal States have the right to adopt and enforce non-
discriminatory laws and regulations for the prevention, reduction and control of marine pollution from
vessels in ice-covered areas within the limits of the exclusive economic zone. Ice class rules are
implemented by the Coastal States experiencing seasonal or year round ice covered oceans and seas in their
region.
Ice class rules primarily address a measure of safety for navigation in ice and matters directly relevant to the
capability of a ship to advance in ice without incurring any damage to vessel and surrounding environment.
The basic philosophy of the rules is that the structural strength of hull and propulsion machinery should be
able to withstand ice loads with minimum safety margin. For economic reasons excessive ice strengthening
is avoided.
Baltic Sea
Bay and Gulf of Bothnia, Gulf of Finland are covered by Finnish Swedish Ice Class Rules (FSICR). Gulf of
Finland (Russian territorial waters) covered by Russian Maritime Register of Shipping (RMRS) Ice Class
Rules (Non -Arctic Sea Area Requirements).
Finnish Swedish Ice Class Rules (FSICR)
The Finnish Maritime Administration (FMA) and the Swedish Maritime Administration (SMA) have
developed the Finnish – Swedish Ice Class Rules (FSICR) in cooperation with classification societies.
Chapter: 9
The FSCIR ice classes are given in the table below. The FSCIR are primarily intended for the design of
merchant ships trading in first year ice conditions in the Northern Baltic, during winter. Due to limited salt
content of the Baltic a strong ice forms, resulting in high strength requirements for vessels operating in these
waters. The Finnish and Swedish administrations provide icebreaker assistance to ships bound for ports in
these two countries during winter season. The Finnish and Swedish Maritime Administrations also provide
navigational limitations, although on a weekly basis dependent on ice conditions.
Ice Class Ice Description

IA Super First year ice thickness 1.0m.
Special ice class IA Super, ships whose structural strength in essential areas affecting their
ability to navigate in ice essentially exceeds the requirements of ice class IA and which as
regards hull form and engine output are capable of navigation under difficult ice conditions
without the assistance of ice breakers. Engine output will not be less than 2800kW.
Escorted operation in all Baltic ice conditions.
IA First year ice thickness 0.8m.
Ships with such structure, engine output and other properties that they are capable of
navigating in difficult ice conditions, with the assistance of icebreakers when necessary.
Escorted operation medium (smaller vessels) and severe Baltic ice conditions. Engine output
will not be less than 1000kW.
IB First year ice thickness 0.6m.
navigating in moderate ice conditions. Escorted operation in medium ice conditions.
IC First year ice thickness 0.4m.
navigating in light ice conditions. Escorted operation in light ice conditions.
II Ships that have a steel hull and that are structurally fit for navigation in the open sea and that,
despite not being strengthened for navigation in ice, are capable of navigating in very light
ice conditions with their own propulsion machinery.
III Ships that do not belong to ice classes mentioned above.
Ships with ice class 1A and 1A super are intended for year round operation in the Baltic Sea area.
Administrations do not set traffic restrictions for these ice classes. However, size restrictions may apply for
ice class 1A. Ships having ice class 1B and 1C may have limited access to Finnish and Swedish ports for
part of the year, pending on ice conditions.
FSCIR determines ship’s ice class basis the class notation issued for the ship by a recognized classification
society and the list of equivalent ice classes certified by the FMA. If the ship does not have a class notation
issued by a recognized classification society, FMA will, on application of the ship owner, certify the ship’s
ice class basis structure, engine output and other ice navigation properties of the ship. The ship owner shall
provide FMA with the information and details necessary for certifying the ice class.
Sea of Okhotsk
Sea of Okhotsk is covered by Russian Maritime Register of Shipping (RMRS) Ice Class Rules (Non -Arctic
Sea Area Requirements).
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Arctic Ocean
Barents, Kara, Laptev, East Siberian and Chukchi Seas are covered by Russian Maritime Register of
Shipping (RMRS) Ice Class Rules.
Beaufort Sea, Baffin Bay are covered by Canadian Artic Shipping Pollution Prevention Rules (CASPPR).
2.2.2 Rules of Classification Societies
In practice administrations of the Coastal States delegate authority to vessel’s classification society to verify
design and build for ice class. This involves following process:
• Comparison of classification society ice class rules to administrations ice class rules.
• Publication of assessment table.
• During service of the vessel, periodic auditing and examination by inspectors from the maritime
administration of the coastal state for which class has been assigned.
Each Classification Society has a set of rules for the strengthening during navigation in ice, these are in
process of harmonization with introduction of the International Association of Classification Societies
(IACS) Polar Ship Rules. The IACS Polar Rules are created in line with the IMO Guidelines for Ships
Operating in Artic Ice Covered Waters to provide comprehensive requirements for the safe navigation of
ships in Arctic waters. In, addition Russian Maritime Register of Shipping will also retain rules for Arctic
vessels and Finnish Swedish Ice Class Rules (FSCIR) for vessels operating in the Northern Baltic in winter
where these have become de facto standard for the first year ice class vessels. The existence of three sets of
rules is due to variations in design conditions and assumptions used in the determination of requirements.
FSCIR are incorporated into the Rules of every IACS Class except RMRS. RMRS have intact and damage
stability requirements in their Class Rules.
When a vessel is built for operations in ice, the ice class is indicated in the classification notation. The
notation is reflected in the ship’s certification as well as the Register Book.
For an ice class to be granted, the ship’s draught on the load line must be within the limits of the ship’s
maximum (LWL) and minimum (BWL) ice class draughts and in accordance with the ship’s Tonnage
Certificate. The maximum and minimum ice class draughts fore and aft and minimum engine output
corresponding to the ice class is stated in the classification certificate.
Approximate equivalence of class symbols for ice strengthening between classification societies:
Administration/ Classification
Ice Class
Society
FSCIR IA Super IA IB IC Category II
CASPPR (Rules 1972) A B C D E
RMRS (Rules 1995) UL L1 L2 L3 L4
RMRS (Rules 1999) LU5 LU4 LU3 LU2 LU1
LR (Lloyd’s Register of Shipping) 1AS 1A 1B 1C 1D
DNV (Det Norske Veritas) ICE-1A* ICE-1A ICE-1B ICE-1C ICE-C
ABS (American Bureau of Shipping) IAA IA IB IC D0
BV (Bureau Veritas) IA Super IA IB IC ID
Chapter: 9
IACS Polar Rules
The introduction of IACS Polar Ship rules will be a significant step in the rule harmonization process. Rules
will be adopted by all IACS member Classification Societies.
Classification ice rules are based on the ice thickness the vessel is intended to navigate in. Depending upon
ice conditions, ice class rules are categorized into various levels. Thicker the ice, greater the hull
reinforcement strength, propeller increase and steering gear strengthening the vessel will need to navigate in
these waters. Class rules also take into account independent or escorted navigation.
IACS Polar Rules define the division of Polar Classes as indicated in the below table. The number of classes
covers full range of ships in operation. The lowest classes PC6 and PC7 have been aligned with the highest
Finnish Swedish Ice Classes, IAS and IA respectively.
Polar
Ice description (follows WMO sea ice nomenclature)
Class
PC1 Year round operation in Polar waters.
PC2 Year round operation in moderate multi – year ice conditions.
PC3 Year round operation in second year ice. May include multi year ice inclusions.
PC4 Year round operation in thick first year ice. May include old ice inclusions.
PC5 Year round operation in medium first year ice. May include old ice inclusions.
PC6 Summer/autumn operation in medium first year ice. May include old ice inclusions.
PC7 Summer/autumn operation in thin first year ice. May include old ice inclusions.
2.3 Vessel Winterization for Cold Climate Operations
For the purpose of this procedure, “winterization” is defined as the preparation of a ship for safe operation in
cold weather conditions by adapting the design and operation procedures to the requirements imposed by the
intended service when mean daily temperatures below 0°C expected to be encountered by the ship during the
voyage or in port.
Ship operations in cold climate are much more than ice strengthening of the ship alone. Compliance with
basic ice class rules and regulations may be insufficient for safe and effective ship operations in cold
climate. Risk evaluation for specific trades and adequate winterization for safe and reliable operations must
be carried out.
As there was increasing demand in ships intended for cold climate trading and for Class standards
expressing an overall suitability for such trading many Classification societies have developed new rules for
winterization of ships and relevant Class notations commonly referred to as a “de-ice notation”, for example
DNV: WINTERIZED (design temp °C); LR: Winterisation H (hull), Winterisation A, B, C; ABS: CCO-
HR(TEMP).
Winterization requirements cover all relevant problems connected with cold climate shipping: low
temperature impact on materials, ship equipment and systems, ship icing, safety systems for personnel, crew
considerations and crew training. The Master must ensure that the ship is duly prepared for sailing in
conditions with ambient temperature below 0°C before entering such area, the Company should be promptly
consulted in case of any doubts. All actions should be taken to ensure
• the protection of all water systems (piping, tanks) from icing;
• the operation of machinery and equipment situated on open deck;
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• insulation and heating both in accommodation and in machinery spaces;

• safe working on open deck with adequate slippery protection as de-icing;
• the training of crew to operate in cold environment.
Each ice-classed ship has Ship Winterisation Procedure (SWP) developed by the Company based on
manufacturer’s instructions for ship-specific equipment and according to relevant guidelines. All
winterisation actions contained in SWP should be completed at least 24 hours prior to ship’s operation at
sub-zero temperature conditions. A copy of valid SWP should be used as checklist for the completion of
winterisation actions.
2.4 Crew Training
For ship operation in ice conditions

• ship’s Master and Chief Officer must have completed Company approved shore-based Ice
Navigation training course confirmed by relevant certificate; and
• ship’s Master or Chief Officer must have as a minimum 50 days ice navigation experience over two
seasons in capacity of ship’s Master or Chief Officer and completed Company approved Ice
Navigation Training course confirmed by relevant Certificate of Competence for Ice Navigator.
If the Master or Chief Officer has not this experience and qualification, Ice Pilot must be employed during
ship’s navigation in ice.
Before ship operating in ice conditions the Master must conduct onboard training in Ice Navigation for all
officers in charge of a navigational watch and officers in charge of an engineering watch. This training
session should be arranged regardless of previous training and experience using shipboard training aids.
Training should be documented and cover at least following areas:
• types of ice, its formation and properties;
• ice regulations;
• technical aspects of ice class and “winterization” notations, design and construction;
• ship performance in ice and cold climates;
• passage planning considerations for ice;
• operating, navigating and ship handling in ice;
• icebreaker operations;
• berthing and mooring operations in ice;
• risk assessment;
• contingency planning and emergency response;
• cargo and ballast operations in cold weather;
• environmental issues;
• limitations of shore support.
All ship navigators should be familiar with and comply as appropriate with safe ice navigation procedures
contained in following guides:
• UKHO Mariner’s Handbook
• OCIMF The Use of Large Tankers in Seasonal First Year Ice and Severe Sub-Zero conditions
• CCG Ice Navigation in Canadian Waters
• NI Ice Seamanship
• IMO Guidelines for Ships Operating in Arctic Ice Covered Waters
Chapter: 9
All crew should receive training addressing operations in cold temperatures before ship operation in sub-
zero temperatures environment. This training session should be arranged regardless of previous training and
experience to the crew by Master and other ship’s senior officers using shipboard training aids. Training
should be documented and cover at least following areas:
• Effect of cold upon human organism
• Proper clothing and outfit
• Treatment of cold induced injuries
• Risk factors when working on icy deck
• Operation of shipboard equipment in sub-zero temperature conditions
• Maintenance of fire-fighting equipment and systems
• Maintenance of life-saving equipment and systems
2.5 Operating in Polar Waters
Polar waters mean Arctic waters and/or the Antarctic area as defined in SOLAS regulations XIV/1.2 and
XIV/1.3, respectively.
All ships operating in polar waters shall comply with the IMO’s International Code for Ships Operating in
Polar Waters (the Polar Code) containing additional requirements, above those currently in SOLAS and
MARPOL, which address the additional hazards to ships operating in polar waters. Ships constructed before
1 January 2017 shall meet the relevant requirements of the Polar Code by the first intermediate or renewal
survey, whichever occurs first, after 1 January 2018.
Before entering polar waters:

• the vessel must be surveyed and certified, as provided for in the Polar Code and Polar Ship
Certificate issued and supplemented by a Record of Equipment for the Polar Ship Certificate;
• the vessel must carry on board approved Polar Water Operational Manual (PWOM) providing the
master and crew with sufficient information regarding the ship's operational capabilities and
limitations in order to support their decision-making process;
• Master, Chief Mate and Officers in Charge of a Navigational Watch shall have completed training
for ships operating in polar waters in accordance with Polar Code, STCW Convention and the STCW
Code, as amended.
Ship operation in polar waters should take into account any operational limitations of the ship recorded in
the Polar Ship Certificate and extended information contained in the Polar Water Operational Manual.
3. Ice Navigation
3.1 Risk Management for Operating in Ice
3.1.1 General
Before entering ice-covered waters, ship’s Master should ensure that proper risk assessment is conducted for
all reasonably foreseeable hazards based on all available information, such as
• chartering requirements;
• area of operation (ice levels, temperatures);
• ship’s ice class and de-ice notation;
• level of operational support (i.e. icebreakers, tugs);
Chapter: 9
• crew training and experience level;

• requirements of Coastal States;
• requirements of Flag State administrations;
• recommendations of ice/ cold environment ship operation guides.
All necessary preventive measures required by the Ship Winterization Procedure must be implemented to the
satisfaction of ship’s Master.
All navigational and communication equipment must be equally reliable and particular attention should be
paid to maintaining radar(s) at peak performance.
3.1.2 Ship Ballasting and Trimming
Light and partly loaded ship should be ballasted to ice draft or to such draft that would offer protection to
bulbous bow, rudder, propeller and would prevent the main engine cooling water intake from being clogged
with ice. Excessive stern trim is not recommended. Depth of water over the propeller and rudder shall be
sufficient to offer the above protection. Ship should be ballasted and trimmed so that the propeller is
completely submerged and as deep as possible. If the tips of the propeller are exposed above the surface or
just under the surface, the risk of damage due to the propeller striking the ice is greatly increased.
3.1.3 Ensuring Hull Integrity
At temperatures below freezing point, the impact resistance of steel is reduced. The steel becomes brittle,
increasing the likelihood of a catastrophic brittle fracture. Such fracturing is more frequent above the water-
line where steel is exposed to very low air temperatures. Hard contacts with ice, docks and fenders may
result in structural failure at a significantly lower level of impact. Subsequent breach of ship’s hull integrity
and flooding is a serious source of danger to the safe and efficient operation of a ship. Flooding can cause
loss of buoyancy and loss of stability. In addition, flooding can cause contamination of fuel, and loss of
engine power and damage to cargo. Often these dangers have not been appreciated or they have been
underestimated by those on board and therefore not always effectively guarded against.
The navigating officers on board a vessel in ice should be aware of the type of steel used in the construction
of their ship. If a ship has no low temperature steel, it is important to avoid impacts with hard ice when the
air temperatures are very low, or the vessel has been exposed to very low temperatures for a long period
prior to navigating in ice.
To ensure duly response to the hull damage and flooding the following procedures for checking of the hull
integrity should be implemented when operating in ice.
Before entering the ice, relevant Responsible Officers must check and ensure that:
• tank hatches and other access hatches, watertight doors/ closures in watertight bulkheads are
effectively closed;
• all void spaces and empty tanks sounded and any water educted dry;
• ullages/ soundings of all filled cargo/ slop, ballast and bunker tanks verified;
• bilges in engine rooms, pumprooms, especially if such rooms are normally unmanned, are free of the
water;
• all bilge alarms are fully operational.
Chapter: 9
During ice navigation the following regular inspections and checks should be conducted at least every 24
hours increasing the frequency up to every 8 hours when sailing in heavy ice conditions:
• checking that all the hatches, watertight doors remain effectively closed and are opened only in
accordance with the explicit instructions of the Master;
• sounding/ checking void spaces and empty tanks to ensure they remain water-free;
• checking soundings/ ullages of all filled cargo/ slop, ballast and bunker tanks to ensure they remain
watertight;
• conducting inspections of unmanned engine rooms and pumprooms;
• checking the fuel oil service tanks for the presence of water;
• checking that all bilge alarms are fully operational.
After any hard contact with ice, docks or fenders during ice navigation a close examination of the contact
area must be conducted as soon as possible.
Immediately upon clearing heavy ice, or areas where cold weather procedures are in force, careful inspection
should be made of all accessible cargo compartments, void spaces, ballast tanks (especially forepeaks) and
pump rooms to verify the integrity of the hull.
3.1.4 Engine Cooling System
Cooling sea water system of ship’s engines must be in reliable operation while the vessel is operating in ice,
particularly in slash ice when slush ice can block ship’s sea chests and this in turn causes high temperature
(overheating) of main engines and/ or diesel generators causing black-out. Thus, it is of great importance
that the sea water cooling system, including internal cooling system, is in operational condition and is
properly operated by engine crew.
3.1.5 Bridge Manning
It is recommended that, because of the hazards of navigating in ice-covered waters, lookouts should be
increased when in or near an area of ice. Navigation in ice can be very strenuous and Master should be
careful not to overextend himself, even if it means doubling the Officers of the Watch on the bridge or
stopping the vessel at night to receive adequate rest. This applies not only for those on the bridge, but for
engine-room staff who may be called upon for long periods of manoeuvring, clearing suctions, etc.
3.2 Passage Planning
3.2.1 General
Before encountering ice in any form, careful passage planning must be conducted with due regard to ship’s
ice class, requirements and recommendations issued by local authorities or ice-breaker, changes in the
strength and direction of the wind since receipt of the latest ice information. Passage plan and any
subsequent changes to the passage plan shall be discussed with all navigating officers.
Passage planning for routes in ice-covered waters is based on standard navigational principles for passage
planning. The presence of sea ice along the planned route adds importance to the traditional practice of
passage planning, necessitating the continual review of the entire process throughout the voyage.
Passage planning takes place in two phases:

• Strategic, when in port or in open water, and
• Tactical, when near or in ice-covered waters.
Chapter: 9
Both Strategic and Tactical Planning involve all four traditional passage planning stages – Appraisal,
Planning, Execution and Monitoring.
The Strategic phase may be considered small-scale (large area) and the assumption is that the ship would be
outside ice-covered waters, and days or weeks from encountering ice. The Strategic phase may be revised
several times before the Tactical phase is commenced. The Tactical phase may be considered large scale
(small area) and is constantly being revised as the voyage unfolds.
Passage planning for open water is a fixed process in which most, if not all, the information is gathered
before the ship leaves the port. The localised nature of some of the information for passage planning in ice
means that information may become available only as the ship moves into ice-covered waters. The amount
and extent of information is a function of the voyage type, so the more difficult voyages, such as early or late
ice season, are supported with more resources, such as icebreakers, more frequent reporting of current ice
conditions, and the appropriate ice forecasts. Passage planning in ice-covered waters is an evolving process
that demands a flexible approach to the planning and execution.
3.2.2 Strategic Planning Phase
Strategic navigation is concerned with the general routing of a vessel in the geographic region in which a
vessel will operate, for example, the Baltic, Northern Sea Route, Northwest Passage, etc. Strategic level
decision-making includes:
• Obtaining relevant ice information from ice maps, satellite imagery and medium-term forecasts.
• Evaluating ice conditions and environmental forecasts to verify the feasibility of the voyage and its
probable duration.
• Optimizing route to minimize the time that will be spent in the ice and to avoid potentially dangerous
ice features.
Appraisal
This procedure involves the use of all information sources used in open water passage planning, plus any
others that can be obtained to give the most complete picture of the ice conditions possible. Well in advance
before sailing in ice-covered waters the Master shall ensure receiving the available instructions from the
relevant Ice Services Centres of the coastal state, ice-breaker, Harbour Master, check to determine the
availability of Ice Service information from the Internet web sites where ice information is freely available.
The Master should obtain available ice information by all means at his disposal, including an assessment of
the density and thickness of the ice.
Planning
Strategic planning is a forward-looking exercise to assess the ice conditions that the vessel is likely to
encounter along the length of its planned route. Strategic planning relies on weather forecasts and available
publications on the ice climatology of the region to be encountered in addition to standard nautical
publications. This exercise may be planned over a period of hours, days, or even months depending on the
route, destination and the nature of the ice environment to be encountered.
The Master will develop a route to the destination based on the information obtained in the Appraisal stage
and have this laid off on ECDIS. The principles involved will be the same as in open water passage
Chapter: 9
planning. The plan should be developed with the following limitations of the elements of the Ice Navigation
system in mind:
• availability of ice information;
• diminished effectiveness of visual detection of ice hazards in late season or winter voyages;
• increased difficulty of detecting ice hazards in combined conditions of open ice and reduced
visibility;
• availability of ice breakers.
Additional information to be marked on ECDIS could include:

• the anticipated ice edge, areas of close pack ice and the fast ice edge;
• any areas of open water where significant pack ice may be expected, such as east Greenland ice in
the vicinity of southern Greenland;
• safe clearance off areas known to have significant concentrations of icebergs, such as off Cape Farvel
and Disko Island in Greenland; and
• any environmentally sensitive areas where there are limitations as to course, speed, or on-ice
activities.
Execution
Once the planning of the passage has been completed, the tactics for its execution can be decided upon. The
estimated time of arrival for the destination can be developed based on the ice conditions expected along the
route. Any expected reductions in speed or large deviations in course for reduced visibility, passages in
consolidated ice, areas of higher concentrations of old ice, and delays in waiting for information shall be
accounted for, as well as the point at which it is considered necessary to ballast down to ice draft and to
reduce speed.
Consider when extra lookouts will be required or when watches are likely to be doubled for entering ice or
approaching areas of low visibility or high numbers of icebergs/bergy bits.
Monitoring
Monitoring of the route should continue until the ice-covered areas are reached. As the ship approaches ice
covered waters, the quality and quantity of ice information improves (with Ice Service ice analyses and
forecasts), which increases the accuracy of estimates for times of arrival and may perhaps indicate a change
in route. The strategic evaluation may be redone, once or several times, on approach to the ice, depending on
the amount of new information received.
3.2.3 Tactical Planning Phase
At the tactical level, considerations include the selection of way points according to current and forecast ice
conditions. If no detailed ice information is available before reaching the ice-covered area, the ship may be
limited to the strategically planned route rather than a tactical one. All efforts should be made to obtain
detailed information on ice conditions, particularly when consolidated ice is likely to be encountered, where
high concentrations of old ice are expected or in highly mobile ice.
Tactical level (transiting) decision-making includes:

• Obtaining more local ice information from enhanced satellite imagery, airborne radar images and
visual reports, reports from other vessels in the area, etc.
Chapter: 9
• Optimizing the route to minimize encounters with ice that could impede vessel’s progress or cause
structural damage.
Appraisal
The gathering of tactical information is based mainly (but not exclusively) on the acquisition of Ice Service
ice observation and analysis charts. The reception of these charts depends on the ship being fitted with a
facsimile machine capable of being tuned to the required frequencies. Additional inputs consist of marine
radar (X and S-bands), visual observations, reports from other vessels in the area. Ice charts can be
downloaded from the Ice Service web sites on the Internet.
Planning
Planning with additional information entails laying off the route to take the best advantage of optimum ice
conditions, including:
• finding open water leads;
• finding first-year ice leads in close ice or old ice fields;
• avoiding areas of ridging; and
• avoiding areas of pressure or potential pressure.
Note! While during the planning phase the Navigation Officer may use smaller scale ENCs or zoom away
from the compilation scale to manipulate waypoints and obtain a better overall picture of the route, checks
and visual inspections for dangers should be carried out at the compilation scale.
Once the route has been laid out it may indicate the need for further information.
Execution
Once the route has been determined, estimated times of arrival can be revised. Any change in weather
conditions, particularly visibility or wind direction and speed, should be considered before executing the
plan, as they are important for estimating pressure areas or where open water leads may be located.
At the execution stage, active navigation evaluates the local ice conditions and the manoeuvring of the vessel
around and through ice floes. At execution stage (manoeuvring) decision-making includes:
• Using radar and visual data to assess the properties of the ice cover.
• Selecting safe speeds to reduce the risk of structural or mechanical damage.
• Manoeuvring in a manner that minimizes impacts against vulnerable regions of the hull, steering
gear, etc.
Monitoring
The close and continuous monitoring of the ship’s progress along the pre-planned track is essential for the
safe conduct of the passage. Ship’s progress should be monitored by the OOW on the chart by all available
means and required records kept.
3.3 Independent Ship’s Ice Navigation
3.3.1 Entering the Ice

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The following conditions must be met when a vessel approaches ice-covered waters:
• Ship’s speed must be reduced to a minimum to receive the initial impact of the ice.
• The vessel should be at right angles to the edge of the pack ice to avoid glancing blows and the point
of entering the ice must be chosen carefully, preferably in an area of lower ice concentration.
• Follow the route recommended by the relevant Ice Operations VTS. This route is usually based on
the latest available information and Masters are advised to adjust their course accordingly.
• Extra lookouts must be posted and the bridge watch may be increased, depending on the visibility.
• There must be sufficient daylight to complete the transit of the ice field or the vessel must be
equipped with sufficient high-powered and reliable searchlights.
• The engine room personnel have been briefed fully as to the situation and what may be required of
them, as it may be necessary to go full astern at any time.
Before entering ice-covered waters bridge checklist for Navigating in Ice should be completed.
3.3.2 Speed in Ice
The force of the impact on striking ice depends on the vessel’s tonnage and speed. It varies as the square of
the speed. Speed in ice therefore requires careful consideration. If a vessel goes too slowly she risks to be
jammed by ice, if too fast - she risks obtain damage from collision with floes.
3.3.3 Use of Main Engine and Rudder
Main engines must be prepared to go full astern at any time.
If ice goes under a ship speed should be immediately reduced to dead slow.
Violent rudder movements should only be used in emergency.
3.3.4 Turning in Ice
Changes in course will be necessary when the vessel is in ice. If possible, course changes should be carried
out in an area of open water or in relatively light ice, as turning in ice requires substantially more power than
turning in water, because the ship is trying to break ice with its length rather than with its bow.
Care must be taken even when turning in an open water area, as it is easy to underestimate the swing of the
ship and to make contact with ice on the ship's side or stern - a glancing blow with a soft piece of ice may
result in the ship colliding with a harder piece.
Turning in heavy ice should be avoided.
3.3.5 Precautions Against Being Beset
Ice conditions may change rapidly while a vessel is working in pack ice, necessitating quick manoeuvring.
Vessels, even if ice strengthened, are usually not built for ice breaking. The vessel should be conned to first
attempt to place it in leads or polynyas, giving due consideration to wind conditions. The ship should avoid
floes that are rafted or rigged.
The easiest way to avoid being beset is to avoid areas of ice under pressure. If proceeding along an open
Chapter: 9
water lead between ice and shore, or ice in motion and fast ice, watch for a change in the wind direction or
tide as the lead can close quickly.
When in pack ice, a frequent check should be made for any signs of the track closing behind the ship.
Normally there will be a slight closing from the release of pressure as the ship passes through the ice, but if
the ice begins to close up completely behind the ship it is a strong sign that the pressure is increasing.
3.3.6 Backing in Ice
Backing in ice is a dangerous manoeuvre with high probability of propeller and/ or rudder damage. Backing
should only be attempted when absolutely necessary and in any case the ship must never ram astern
into ice. Careful assessment of ice conditions astern of the ship should be made by the Master before giving
main engines astern orders.
Ship must go astern in ice with extreme care strictly complying with following precautions:
• The rudder must be amidships.
• Careful watch must be kept of the distance between the ship’s stern and the ice edge. If a good view
of the stern is not possible from the bridge, a reliable lookout must be posted aft with access to a
radio or telephone.
• If main engine is not running ahead, run engine ahead for a short time to clear propeller/ rudder from
the ice.
• Move the ship astern at dead slow.
• If ice starts to build up under the stern, a short burst of power ahead should be used to clear away the
ice.
3.3.7 Stopping in Ice
When a vessel becomes so closely surrounded by ice that all steering control is lost and it is unable to move,
it is beset. If a ship is best, the rudder should be put amidships and the engines kept turning slowly ahead.
This will wash the ice astern clear and enable the ship to come astern after making certain that the propellers
are clear of ice.
When a ship navigating independently becomes beset, icebreaker assistance must be requested. Attempts to
ram the ice and free the ship by own main engine is very dangerous and should be undertaken only in
emergency situations. Ramming must never be undertaken by vessels with bulbous bows.
3.3.8 Use of Radar for Navigation in Ice-covered/ Artic Waters
In general, ice or cold conditions do not affect the performance of radar systems. Occasionally weather
conditions may cause ducting, which is the bending of the radar beam because of a decline in moisture
content in the atmosphere. This effect may shorten or lengthen target detection ranges, depending on the
severity and direction of the bending. A real problem with radar in the ice concerns interpretation of the
screen for purposes of position fixing.
The Automatic Identification System (AIS) has now become mandatory for most large vessels likely to be
encountered in ice-covered waters and is a useful tool to separate echoes of vessels from icebergs on a radar
display. It is also very useful to be able to identify a nearby but unseen vessel when working in ice, for the
trading of ice information, details of progress and so on by voice radio or satellite communication (e-mail).
Chapter: 9
Fixing solely by a radar range and bearing, from a point of land or by the use of radar or gyro bearings, is not
recommended. Fixing by two or more radar ranges is the best method in ice-covered waters, but care is
required in the correct selection and identification of prominent features on the radar screen. The following
difficulties, peculiar to radar fixing in the ice-covered waters, may be encountered:
• Difficulty in determining where the ice ends and the shore-line begins. A reduction in receiver gain
should reduce the ice return.
• Disagreement between ranges, caused by ranging errors or chart inaccuracies. The navigator should
attempt to range on the nearest land and should not range on both sides of a channel or long inlet.
• Uncertainty as to the height and, therefore, the detection range of land masses because of a lack of
topographical information on the chart.
• Lack of fixing aids in the area and sparse, dated or non-existent hydrographic surveys.
3.3.9 Avoiding Collision with Ice
The number of icebergs is likely to increase as Arctic glaciers respond to global warming and the sea-ice
retreats. Despite improvements in detection methods and more accurate ship positions, as well as trending
warmer seas melting the icebergs faster, ships continue to have close encounters with these frozen, floating
objects.
The most significant problem facing shipping and detection measures has to do with the size of the icebergs.
In the Northern Hemisphere, most of the icebergs are calved from West Greenland glaciers. Calving occurs
when pieces of the ice break off and float into the sea, or when a large iceberg breaks up into a smaller one.
From Greenland, the surviving icebergs eventually drift southward via the Labrador Current into the north-
western Atlantic Ocean. Areas dangerous for icebergs are indicated in Ice Patrol and the Canadian Ice
Service (CIS) daily iceberg analysis. The iceberg analysis is published in text bulletins and a graphical chart
by 0000Z and when changing conditions require a revision.
Warmer seas were accelerating the melting process, but at the same time are calving smaller bergs out of the
larger ones. The smaller icebergs are known as growlers (less than 3.3 feet high by less than 16 feet long)
and bergy bits (3.3 to 16 feet high by 16 to 49 feet long).
The growlers and bergy bits are difficult to detect by radar and satellite yet are still capable of damaging or
sinking a ship. Since there are more icebergs and they are melting faster, we can expect a bigger population
of growlers and berg bits, so more danger to shipping.
Since 1800 over 600 accidents have occurred with ships colliding with icebergs in the northern hemisphere,
mostly on the Grand Banks of Newfoundland. Geographic distribution of most iceberg incidents over the
last 200 years are within the box shaped area between latitudes 40 N - 50 N and longitudes 40 W – 55W.
When sailing in this area ship Masters should exercise extra care to avoid collision with icebergs,
bergy bits and growlers.
All forms of glacial ice (icebergs, bergy bits, growlers) in the pack should be given a wide berth, as they are
current-driven whereas the pack is wind-driven.
Growlers, because of their low freeboard and smooth relief, are the most difficult form of glacial ice to
detect (both visually and on radar) and, therefore, are the most hazardous form of ice. They pose an
immense threat to ships. Constant visual and radar monitoring must be maintained in any area where
growlers are expected.
Chapter: 9
Very little of a growler appears above the water surface because of the low freeboard of the ice and waves
may completely cover it. Unless recently calved, water erosion will have made the surface of a growler very
smooth, making it a poor radar target. In open or bergy water with good weather conditions visual detection
of growlers is possible at two or three nautical miles from the vessel. In rough weather and heavy swells, a
growler may remain submerged through the passage of two or more swells passing over it, making detection
by any method even more difficult. Detection (on radar or visually) can be as little as 0.5 nautical miles from
the vessel, if at all. It is important to keep a constant check on radar settings, particularly the tuning control
(on manually tuned radars), to ensure that the radar is operating at maximum efficiency. Varying the settings
can be useful, but care must be taken to ensure that the radar is retuned after any adjustment. It sometimes
helps to sight a growler visually then tune the radar for maximum return.
3.3.10 Restricted Visibility
Operating in restricted visibility is inevitable in, or near, ice-covered waters, either because of precipitation,
fog or darkness. Travel through ice may, however, continue at night or in fog, which is common in the
Arctic during the open water period, and visibility is often reduced by blowing snow during the winter.
All possible effort must be made to minimize the chances of collision with ice in poor visibility and the
requirements of the regulation for preventing collisions at sea also apply. These efforts should include:
• maintenance of a constant visual and radar lookout;
• use of searchlights at night (which may be counter-productive in fog or precipitation through
reflected glare);
• reduction of speed before entering any ice field in poor visibility and not increasing speed before the
threat has been determined;
• reduction of speed in any ice situation where the ratio of glacial and old ice to first-year ice indicates
a significant increase in the chance of collision with hazardous ice;
• location of icebergs, bergy bits, and growlers on marine radar before they are obscured by sea or ice
clutter, and tracking of these targets on ARPA (Automatic Radar Plotting Aid);
• switching between ranges to optimize the radar for iceberg detection when navigating in pack ice;
• use of radar to detect icebergs and bergy bits by observing their radar shadows in mixed ice cover;
and
• recognition of the difficulty of detecting glacial and old ice in open pack ice with marine radar when
little or no radar shadow is recognizable.
3.4 Conduct of Escorted Operations
3.4.1 Control
Masters of icebreakers are highly skilled and experienced in the specialist fields of ice navigation,
icebreaking and ice escorting. It is therefore the Master of the icebreaker who directs any ice escorting
operation. Escorted vessels must:
• Follow the path cleared by the icebreaker and not venture into the ice on their own.
• Have towing gear rigged at all times.
• Have Officers on the bridge thoroughly acquainted with the Icebreaker Signals given in The
International Code of Signals.
• Acknowledge and execute promptly signals made by the icebreaker, whether by RT, light or sound.
After requesting icebreaker assistance, a ship must maintain continuous radio watch, and keep the icebreaker
informed of any change in her ETA at the position where escorting is to commence.
Chapter: 9
3.4.2 The Channel
When an icebreaker is breaking a channel through large heavy floes at slow speed, the channel will be about
30-40 per cent wider than the beam of the icebreaker. If, however, the ice is of a type which can be broken
by the stern wave of the icebreaker proceeding at high speed, the width of the channel may be as much as
three times the icebreaker's beam.
In the channel there may be pieces of ice and small floes which the icebreaker has broken off the floes at the
sides of the channel. These may greatly reduce the speed of a ship following the icebreaker, or may even
block the channel.
Rams sometimes project into the channel from old ice. A ship unable to keep off the ice should request the
icebreaker to widen the channel. In the narrow channel left by an icebreaker in heavy ice, rams are less likely
to be encountered.
3.4.3 Distance Between Ships
The Master of the icebreaker decides on the minimum and maximum distances that a ship should keep from
the icebreaker. The minimum distance is determined by the distance the ship requires to come to a complete
stop after reversing her engines from full ahead to full astern. The maximum distance depends on the ice
conditions and the distance the channel will remain open in the wake of the icebreaker.
If the escorted ship cannot maintain the distance ordered, the icebreaker should be informed at once. In ice
concentrations of 7/10 and less, a ship can usually keep moving with little difficulty. With an ice
concentration of 10/10, however, the track will tend to close quickly behind the icebreaker necessitating a
very close escort distance. If such ice is under pressure, the distance must be reduced to a few metres since
the channel will be quickly covered with ice, leaving only a small lead astern of the icebreaker narrower than
her beam. If there is considerable pressure, progress may be impossible.
To force a passage through large floes and ice fields, the icebreaker may require to increase speed to strike
the ice and crush and break it ahead of her. A ship following her must then watch the distance carefully and
try to enter the channel made up the icebreaker before it closes.
3.4.4 Courses
Before entering ice, the Master of the icebreaker will decide on the route to be taken. When course is altered,
an escorted ship must follow precisely in the wake of the icebreaker. Alterations of course by the icebreaker
are made as gradually as practicable. When sharp turns are made, a ship following the icebreaker is liable to
swing into floes at the side of the channel, or to get beset.
3.4.5 Speed
The speed of an escorted ship is ordered by the icebreaker. In open ice a speed of 6-7 knots can be expected
to be maintained, but only if it is certain that the ship will not collide with the floes. A useful rule of thumb is
that 8 knots can be maintained in an ice concentration of 4/10 and that the speed will be reduced by 1 knot
for each additional 1/10 of concentration. However, thickness and hardness of the ice, snow cover, and ice
under pressure may need to be taken into consideration in addition to the ice concentration. In close ice,
when the escorting distance is reduced, a speed of no more than 5 knots should be attempted.
Chapter: 9
3.4.6 Stopping
When an icebreaker comes to a standstill and is unable to make further progress without coming astern, she
shows and sounds the appropriate signals. These signals should be treated with extreme urgency. Engines
should immediately be put astern and the rudder used to reduce headway. Due to unexpected conditions or
in emergency an icebreaker may stop or manoeuvre ahead of an escorted ship without any warning
signal.
To avoid collision with a ship ahead it is often preferable to ram the ice on one side of the channel if it is
sufficiently thin to embed the bow without damage rather than risking going astern.
If a single-screw ship suddenly goes astern while passing through a narrow channel through ice, she may
slew and damage her propeller and rudder on the ice.
3.4.7 Towing
All icebreakers are fitted with towing winches with a towing wire reeled on each winch drum. Each towing
wire, which has at it end an eye and a hauling-in pendant, is led over an indentation in the stern. The winches
are sited as far forward as possible to minimise the vertical angle of tow, and to allow the stem of the ship
being towed to be hove close into the indentation in the icebreaker's stern.
Icebreakers tow at either long or short stay. When certain icebreakers tow at short stay, the towed vessel is
hauled close-up into an indentation or yoke at the icebreakers stern, and for them, this is the most usual
method, particularly when the ice is uneven and the icebreaker's speed varies. Certain vessels, however,
because of their size or the construction of their stem, can only be towed at long stay.
When an icebreaker decides to tow, the assisted ship must immediately prepare to take on board and secure
quickly the towing wires, particularly if there is ice screwing or ice pressure. Heaving lines passed to the
after deck of the icebreaker are used to bring inboard the hauling-in pendants of the towing wires. These are
brought to the escorted ship's capstan, so that the eyes of the towing wires can be hauled aboard and secured.
When the towing wires are fast, the icebreaker is informed and the forecastle cleared of all personnel.
When towing, the icebreaker decides at what speed the towed ship's engines should be run. The towed ship's
rudder must be used to assist the icebreaker in holding her course and in her other manoeuvres.
3.4.8 Breaking Ships Out
When an escorted ship becomes beset, she should normally keep her engines moving slowly ahead to keep
ice away from the propellers. In thin ice, the icebreaker usually comes astern along the channel and cuts out
ice on either bow of the ship. The icebreaker then goes astern close along the whole length of the lee side of
the beset ship, and then goes ahead, simultaneously ordering the ship to follow her.
In heavier ice, ships can usually be broken out by the icebreaker turning through 180°, going back to the
beset ship and passing close aboard her leeward side. The icebreaker then turns through 180° astern of her,
and returns along either, her leeward side to thin out the ice or her windward side to relieve pressure on that
side, at the same time ordering the ship to follow her.
An alternative method, also used for a ship beset when proceeding independently, is as follows. The
icebreaker approaches the beset ship on either quarter, passes along her side, and crosses ahead of her at an
angle of between 20° and 30° to the beset ship's course. In moderate winds, the manoeuvre may be made on
Chapter: 9
either side; in strong winds, the side will be determined by which vessel is most influenced by the wind.
Having crossed ahead of the ship, the icebreaker goes astern to crack any floe fragments left near the beset
ship's stem, and then goes ahead ordering the beset ship to follow, keeping in her propeller wash.
2.4.9 Convoys
If several vessels are to be assisted at the same time, a convoy will be formed. The sequence of ships in the
convoy and their distance apart will be ordered before entering the ice by the Master of the icebreaker.
Particular attention must be paid to maintaining the distance ordered, it will vary with the ice conditions. If a
ship's speed is reduced, the ship astern must be informed immediately. Ships ahead and astern, as well
as the ice, must be carefully watched. Light and sound signals made by the icebreaker must be promptly and
correctly repeated by ships in the column in succession.
4. References
• UKHO Mariner’s Handbook

• OCIMF The Use of Large Tankers in Seasonal First Year Ice and Severe Sub-Zero conditions
• CCG Ice Navigation in Canadian Waters
• NI Ice Seamanship
• IMO Guidelines for Ships Operating in Arctic Ice Covered Waters
Section 6 - Annexes Approved by: Mikkjal Poulsen
Chapter: 0
SECTION 6
ANNEXES
Section: 6 Annex 1. Managing Director
Approved by: Mikkjal Poulsen
Chapter: 1 Nautical Publications Management System
Annex I
NAUTICAL PUBLICATIONS MANAGEMENT SYSTEM

1.1. All ships shall carry adequate and up-to-date official nautical charts, sailing directions, lists of lights
and radio signals, Notices to Mariners, tide tables and all other nautical publications necessary to appraise,
plan, execute and monitor the intended passage.
1.2. In no case the vessel is permitted to enter any port without relevant navigational charts on board and
relevant passage plan being properly prepared from berth to berth.
1.3 Official nautical charts can be either in paper or electronic format (ENC). Official nautical publications
can also be in either paper or digital form.
2. Duties and Responsibilities of the Master and Navigators

2.1. The Master of the ship shall:
• ensure before sailing that all necessary nautical publications for the intended voyage are
available on board and are properly updated;
• during the period of sailing exercise control over receipt of relevant Radio Navigational
Warnings and due updating of the relevant ENCs and nautical publications;
• regularly check the availability, registration and update status of ship’s ENC folio, nautical
publications, correction documents and correction quality of paper publications;
2.2. Nominated Navigation Officer is responsible for nautical publications management.
2.3. The Navigation Officer shall:

• keep records of ship’s outfit and correction documents;
• keep ship’s outfit of ENCs and nautical publications up to date;
• check the availability of and, if necessary, order ENC permits and nautical publications for the
forthcoming voyage
• update ENCs and nautical publications according to the latest received Notices to Mariners and
Radio Navigational Warnings;
• upon completion of updating inform the ship’s navigators on the most important changes in
navigational situation along planned ship’s route.
2.4. Having completed the compilation of ENCs and nautical publications for the forthcoming voyage, as
well as their updating, the Navigation Officer is obliged to report to the Master on the availability and
validity of
• ENC permits for the whole area and period of the forthcoming voyage;
• all necessary nautical publications and navigational guides;
• all major changes in navigational situation for the area of anticipated sailing.
2.5. Following outfit management files to be kept by Navigation Officer:

• Requisitions for Nautical Publications;
• Waybills of Received Publications;

• Withdrawal of Nautical Publications;
• Nautical Publications Inventory Reports;
• Handover Reports.
2.6. Following correction management files shall be properly kept by Navigation Officer:
• Temporary & Preliminary NTM;
• NAVAREA Warnings;
• NAVTEX Warnings;
• Local Warnings;
• HYDROLANT & HYDROPAC Warnings (for ships trading to USA).
3. Outfit Management
3.1 Contents of Ship’s Nautical Publications Outfit
3.1.1 The Company has chosen British Admiralty (BA) publications issued by United Kingdom
Hydrographic Office as a main world-wide source of all necessary navigation-related information for all
vessels. Nautical publications are normally ordered through the digital outfit management system
(Challenger, Passage Manager, Naviplanner etc.) or directly from the Company.
3.1.2 ENC supply and update service differs from vessel to vessel. Depending on the system in use and
trading pattern vessels would order ENC permits by means of the ENC Catalogue built into the digital outfit
management system or directly from within the system.
3.1.3 The ship’s outfit shall comprise at least following nautical publications:
• Appropriate folio of updated ENCs
• Nautical publications and guides for sailing:
- Sailing Directions/e-NP*,
- Lists of Lights and Fog Signals/Admiralty Digital List of Lights*,
- Lists of Radio Signals/Admiralty Digital Radio Signals*,
- Tide Tables/Admiralty Total Tide*,
- Tidal Stream Atlases,
- Navigational Tables,
- Nautical Almanac.
• Correction publications (may be incorporated into the digital outfit management system):
- A complete set of weekly Admiralty Notices to Mariners (NTM);
- Current Annual Summary of Admiralty Notices to Mariners (NP 247);
- Current Cumulative List of Admiralty Notices to Mariners (NP 234)
* Electronic nautical publications may be used provided that publications required for voyage planning
(examples include sailing directions, coast pilots, light lists, tide and current tables, etc.) have either an
electronic or paper back-up copies readily available. All back-up copies must be corrected and ready for use
when needed.
3.1.4. According to the IMO performance standard, ECDIS operated in the Raster Chart Display System
(RCDS) mode meets the chart carriage requirements for areas where ENCs are not available. However, the
RCDS mode does not have the full functionality of ECDIS, and for these areas an appropriate portfolio of
up-to-date paper charts should be carried onboard in accordance with the Flag State requirements. Using an
ECDIS in the RCDS mode in areas where there are suitable ENCs available is not allowed.
3.2 Ordering of Nautical Publications
3.2.1 All ships are covered by automatic publications supply system from chart agents nominated by the
Company.
3.2.2 Delivery of the ordered navigational publications shall be made to any port of the world when
required. The Master must send due notice to chart agent and in copy to responsible MSI stating:
• Port of destination.
• ETA.
• Full style, including mailing address of the port Agent. Master should ensure that mailing address
corresponds to port of destination as often all correspondence is handled by Agent’s head office
located elsewhere and parcel could be sent to head office instead of ship’s destination port.
• Requested items
• Any special orders in excess to scope of automatic supply.
This information shall be provided to chart agent well in advance taking into account the following
minimum delivery time (in working days): Europe – 2 days, Africa & North America – 5 days, Asia &
South/Latin America – 7 days.
3.2.3 When timely delivery of navigational publication are not ensured by chart agent or they cannot be
properly ordered beforehand due to unknown port of call, ship’s agent or unexpectedly changed destination
of vessel, the ship’s Master shall immediately inform responsible Marine Superintendent who will ensure
that the vessel has received all necessary publications in one of the following ways:
• from other chart agent;
• from local Agent in the port of call or nearest convenient port;
• directly from the Company;
• electronic publication format.
3.2.4 Master should keep in mind that publications like NTM Annual Summary, Cumulative Lists and
weekly NTM are available at United Kingdom Hydrographic Office (UKHO) website www.ukho.gov.uk or,
the searchable NTM website www.nmwebsearch.com. The latest digital NTM Weekly update is available 7
days prior to the paper publication date.
3.2.5 The last NTM on board or corrections for digital publications must be dated within the previous two
months. In case vessel experiences problems with receiving updates the Master must promptly notify the
Company (responsible Marine Superintendent) in order to arrange supply of the required documents.
3.2.6 The receipt of ordered nautical publications on board shall be acknowledged, indicating the number
of Dispatch Note, to following addresses:
• Marine Superintendent;
• Chart agent.
3.2.7 Any claims against the chart agent concerning the supply of nautical publications, as well as return of
publications sent by mistake, shall be addressed to the Company, stating the reason for return. Copy of all
claims shall be forwarded to Marine Superintendent.
3.3 Withdrawal of Nautical Publications
3.3.1. Nautical charts and publications from the ship’s outfit shall be replaced by new ones in following
cases:
• when NTM declare them unsuitable for navigational purposes (in case of withdrawal or
replacement by new edition);
• when they become unfit due to excessive wear and tear.
3.3.2. Neglectful correction cannot be a reason for replacement of books by new ones.
3.3.3. Old and out-of-date nautical charts or publications shall be withdrawn from ship’s outfit only when
relevant new editions have been received on board. Thereafter, those out-of-date shall be clearly marked as
“Withdrawn”.
3.4 Registration and Handing Over of Nautical Publications
3.4.1 Register of nautical charts and publications is normally kept within the ship’s digital outfit
management system.
3.4.2 The ship’s outfit of nautical charts and publications including correction documents shall be handed
over to relieving Navigation Officer by written report.
3.4.3 The Navigation Officer upon taking over his duties and the control over the ship’s set of charts and
publications is obliged to:
• check actual availability of the nautical charts and publications on board;
• make sure that the updates have been made according to the latest issues of NTM and other
correction documents;
• report to the Master the update status of charts and publications;
• familiarize himself with previous handover reports.
3.4.4 All remarks on the state of records, reporting, storage, updating of charts and publications and also all
infringements revealed during the check shall be reflected in the handover report.
3.4.5 Within three days after changing of Navigation Officer comprehensive examination of the outfit
management to be carried out according to item 4.1.8 of the present procedure.
3.4.6 Newly appointed Navigation Officer shall bear full responsibility for due implementation of the
revealed necessary corrective actions in the wake of examination and further for ship’s nautical charts and
publications and their update status.
3.4.7 When Master of the ship transfers command over the ship to another Master, the Navigation Officer
reports to the Master in writing on the availability of nautical charts and publications and their update status.
4. Updating of Charts and Publications

4.1.1 All ship’s outfit of nautical publications to be duly corrected according to the following BA
publications:
• Weekly Admiralty Notices to Mariners;
• Annual Summary of NTM - NP 247.
4.1.2 All nautical charts and publications for the forthcoming voyage to be duly corrected for relevant Radio
Navigational Warnings (RNW):
• NAVAREA Warnings;
• Coastal Warnings (NAVTEX);
• Local Warnings, issued by Port Navigational Warning Service;
• U.S. Long Range Warnings (HYDROLANT & HYDROPAC).
4.1.3 Correction of nautical charts and publications to be performed according to present Company’s
procedure and, where appropriate, according to guidelines of the following BA publications:
• NP 100 (The Mariner’s Handbook);
• NP 231 (Admiralty Guide to the Practical Use of ENCs)
• NP 247 (Current Annual Summary of NTM);
• NP 294 (How to Keep Your Admiralty Products Up-to-Date)
• Chart 5012 (Guide to ENC Symbols used in ECDIS).
4.1.4 Taking into consideration the importance of information published in Annual Summary of Admiralty
Notices to Mariners (NP 247), all ship’s navigators shall study this publication carefully and sign current
edition of Annual Summary of NTM as a proof of acquaintance with the same.
4.1.5 Monthly and before change of Navigation Officer ship’s Master together with Chief Officer and
Navigation Officer shall examine the state of the outfit management. At least following items to be checked:
• keeping of entire ship’s outfit updated and quantity of corrections done during last month,
• document and record keeping in correction management files,
• records on several nautical publications on performed corrections,
• random check of completeness and quality of corrections in some publications,
• out-of-date publications prominently marked as “Withdrawn”.
If serious deficiencies have been revealed during this examination, Master has to check the state of the outfit
management thoroughly and ensure that necessary corrective & preventive actions have been implemented
on board. After the examination relevant report to be drawn up and a copy sent to the Company.
4.2 ENC Outfit Management
4.2.1 Updating of ENCs for the forthcoming voyage according to latest received weekly NTM and relevant
RNW being in force shall be completed prior to ship’s sailing at least for three next passage days.
4.2.2 All other ENCs of the ship’s outfit shall be updated either together with or after completion of the
updating of the set of ENCs for the forthcoming voyage according to permanent NTM.
4.2.3 Reports shall be generated in ECDIS on every update operation and saved to a prominent location on
the bridge computer to be easily accessible for inspection upon request.
4.2.4 Chart updating according to received important RNW concerning the change in navigational situation
in ship’s present sailing area shall be made immediately by the Watch Officer and shall be reported to the
Master. The Navigation Officer shall afterwards re-examine the updates made.
4.2.6 Relevant RNW must be marked with the information (date/time of application, unique number given
by the OOW during application etc.) that would facilitate their prompt discovery in case needed. A uniform
system of marking must be agreed and followed by all the OOW.
4.2.7 Master and all navigators shall regularly familiarize themselves with received RNW and sign the
warnings.
4.3 Updating of Publications
4.3.1 If the stay in the port is short and it is impossible to apply all the updates prior to the ship’s departure
for the forthcoming voyage, it is allowed to do it according to the stages of the passage so, that the scope of
the correction made would ensure safe passage of the ship for not less than next three days.
4.3.2 The correction of the nautical books shall be made by sticking text printed from NTM or written by
hand.
4.3.3 It is usually recommended that Corrections for Admiralty Sailing Directions (ASD) are cut out and
pasted into the parent book. However, the way of keeping amendments in a separate file and annotating the
text of the book in the margin to indicate the existence of an amendment can also be followed. The latter is
valid for volumes with supplements or where significant numbers of amendments make the cut-and-paste
method impracticable.
If common file has been kept, each Sailing Direction should be clearly marked in the beginning of the book:
For corrections see file “Corrections to Sailing Directions”!
Whenever new edition of the book has been announced in weekly NTM, all subsequent correction should be
kept in separate file (envelope) “Corrections for New Edition” with the parent book. When new edition of
the book is received, care must be taken to retain those corrections issued after the date of the new edition.
4.3.4 Note on correction week number shall be made on the correction record list placed in the beginning of
each book.
Section: 6 Annex II Managing Director
Approved by:
Chapter: 2 Symbols and Abbreviations Used in Navigation Aleksejs Sidorenko
Annex II
SYMBOLS AND ABBREVIATIONS USED IN NAVIGATION
1. Symbols & Abbreviations Used in ECDIS
1.1 Quality of Data – CATZOC

Approved by:
1.2 Position and Position Fixing
DR DR – dead reckoning, determining a

position by plotting courses and speeds
from a known position
LOP – line of position, the locus of points

LOP along which a ship's position must lie
EP - estimated position, combines a

EP corresponding DR position with a single
LOP to get EP.
ER ER – echo reference.
Approved by:
1.3 Symbols and Abbreviations – Chart 1
If the Officer is presented with a feature on screen he do not recognise, he can either use the pick report
function, or consult the ECDIS Chart 1. The ECDIS Chart 1 is provided with the IHO presentation
Library and is an ENC which contains all symbols used in ECDIS. Being an ENC all the symbols can be
interrogated via the ECDIS pick report for the Mariner to find out more information.
Alternatively, the mariner may wish to consult paper-base reference guides to avoid disrupting the ECDIS
display (especially during monitoring mode), such as the UKHO Nautical Publication NP5012 “The
Admiralty Guide to ENC Symbols Used in ECDIS”.
The following should be noted:

- The details of buoys are available by switching on the display of text (or using the ECDIS pick
report function). However, this may cause clutter , and they are difficult to show clearly on the
electronic display under all bridge lighting condition;
- When the colour palette is set to night display , safe water beacons will be filled white rather than
black to ensure remain visible;
- All simplified point symbols are positioned on the centre of the feature, whereas traditional point
symbols and paper chart symbols are positioned using base of the symbol;
- Depending on how the producer has captioned the dredged area feature, the dredged/maintained
depth value may not always display automatically. Where the value is not visible, the ECDIS pick
report function can be used to view the value, where it will be described as “Depth Range Value”
(DRVAL1).
Additional Information is not on display related to a chart feature being displayed, whether it has been
added by ENC producer, ENC service provider, or by the mariner during voyage planning, the ECDIS
can highlight this fact one of the identifiers illustrate below:
Approved by:
An ECDIS will only display these symbols if the relevant option to display “information” is selected. The
highlighted objects can then be interrogated using the ECDIS pick report to view the additional
information that is available. The symbols will appear at the midpoint of a line object, or the centre of an
area object. This function should be used with caution as where a large number of objects have additional
information available, these symbols are likely to cause clutter, and may therefore obscure other important
navigational objects and information. In such cases, the symbols should be displayed only temporarily in
order to access the information available on screen, and then switched off.
2. Symbols & Abbreviations Used in Deck Logbook

2.1 Time
Hour, minute, second hr, m, s

Time record 12.05
Greenwich Mean Time (Universal Time Co-ordinated) GMT ( UTC )
Local time LT
2.2 Directions, Courses and Bearings
North, South, East, West N,S,E,W

Course Co
Course: True, Gyro, Magnetic, General T, G Co, M Co, Gen Co
Gyro-compass error G
Magnetic compass error M
Deviation 
Variation d
Leeway 
Current 
Total drift c
Closing error C
Bearing: True, Magnetic, Gyro TB, MB, GB
Latitude and longitude of fixed position  F,  F
Latitude and longitude of dead reckoning position  DR,  DR
Section: 6 Annex III. Under Keel Clearance (UKC) Managing Director
Approved by: Aleksejs Sidorenko
Chapter: 3 and Air Draft Clearance (ADC)
Annex III
UNDER KEEL CLEARANCE (UKC) AND AIR DRAFT CLEARANCE (ADC)
1. Company’s UKC Policy

Minimum Under Keel Clearance (UKC) is defined as the minimum depth of water below the lowest point of
the vessel’s hull always taking into consideration environmental, physical factors and squat experienced by
the vessel - this will include the dynamic effects of speed, swell, heel, hog/sag, tidal height or any other
factors as described in this procedure.
The vessel at all times shall maintain the following minimum Under Keel Clearance (UKC) after taking into
account environmental, physical factors and squat experienced by the vessel:
Minimum UKC requirement when

depth is obtained from official Minimum UKC
General Sailing Conditions source or when sailing in requirement when depth
confirmed (swept/dredged) depth is obtained from ECDIS
areas
Ocean/ deep sea navigation Not less than 5.0 m
The greater of 30% of the vessel’s
Open coastal waters CATZOC + 0.3 m
actual static draft or 3.0 m
Navigation in confined waters
outside of port limits (recommended
coastal routes, straits, approaches to The greater of 10% ship’s static draft
CATZOC + 0.3 m
ports, etc.) and while moored at Sea or 1.0 m
Terminal/CBM/SBM or performing
STS operation outside port limits.
Navigation and operations within The greater of 1.5% ship's extreme
CATZOC + 0.3 m
port limits breadth or 0.6 m
The greater of 1,5% ship’s extreme
Whilst moored at berth CATZOC + 0.3 m
breadth or 0.3 m
When using ECDIS as primary mode of navigation UKC should not be less than depth accuracy defined by
the Category of Zone of Confidence in Data (CATZOC) symbol on ENC (Electronic Navigational Chart)
plus safety margin 0.30 metres unless sailing in swept/dredged areas where the clerance depth is accurately
known and this depth used for UKC calculation.
Where the regulations or bylaws of any National or Port Authority or any terminal operator require an
UKC at any location in excess of Company’s UKC policy, then such greater allowance shall prevail.
To ensure that UKC requirements are met the minimum anticipated UKC must be calculated for each leg of
the passage plan without exception and recorded in Passage Plan. Squat calculations are required at least for
each leg where
• minimum charted depth is less than 2 maximum ship’s static draft; or
• underwater obstructions dangerous to navigation (wrecks, wells, pipes, etc.) located along the
planned track.
The Master must ensure compliance with UKC requirements and where there is doubt that sufficient UKC
can be maintained during any part of the voyage, the Master must:
• inform the Company and request guidance at the earliest opportunity, normally the person to
communicate with is the Marine Superintendent;
• if within port limits, obtain the latest sounding information, including the nature of the bottom
directly from the local authorities, terminal or Company well before arrival;
• if alongside, vacate the berth if in any doubt about the risk of grounding.
If voyage orders specify a draught or cargo nomination that will result in a lesser UKC than Company’s
stipulated minimum UKC the Master should initiate Change Request as per Company procedure MCM-
09.02 (Management of Changes) and provide the Company with all relevant data to enable assess all
reasonably foreseeable risks. The Master may comply with such voyage orders only when comprehensive
risk assessment confirms that all defined risks are reduced to trivial or tolerable level.
Before pilotage the ship’s Master and the pilot shall discuss the ship’s planned transit including the
anticipated UKC and minimum UKC required by the Company, which shall be recorded into the Pilot Card.
An entry must be made in the Pilot/ Master Information Exchange checklist reflecting discussion of the
ship’s anticipated minimum UKC on the passage. Squat information for both loaded and ballast passages
should be readily available on the bridge.
When the vessel is moored at berth, officer of the watch (OOW) must know any draft limits at the berth, and
if there is any doubt, he should have a set of hand soundings taken around the ship to verify this information.
If the vessel is loading close to the maximum permissible draft, OOW has always to take such hand
soundings. He must remain alerted at critical states of the tide and cargo programme to ensure that the vessel
has a minimum company’s required UKC at all times.
It should be noted, that many berths have much lower depths close to the quayside, caused by cargo spillage
or difficulties in dredging close to the quay.
Each Over the Tide operation should be carefully pre-planned including full operational risk assessment
process on an individual case basis according to Company procedure MCM-09.01 (Risk Management). For
any Over the Tide discharging operation Company form DPM-06.03.02 should be duly completed.
2. Calculation of Ship’s UKC

Minimum anticipated ship’s UKC is calculated in following order.
2.1 Calculation of Ship’s Deepest Navigational Draft
The ship’s deepest navigational draft is calculated by following formula:
Tmax = T + Z0 + Z1 + Z2 + Z3 + Z4, where
T - the deepest static draft, taking into account possible ship’s sagging/ hogging;
Z0 - correction for ship’s list;
Z1 - ship’s squat, depending on ship’s speed under particular conditions;
Z2 – correction for wave action;

Z3 - correction for icing;
Z4 - correction for water density;
2.1.1 Calculation of Correction for Ship’s List, Z0
Correction for ship’s list should be added in the ship’s draft if the vessel has static list using a formula:
Z0 = 0.008 ·  · b + Z0 , where
 - list’s angle; b- ship’s breadth; Z0 - dynamic list’s angle if available.

The dynamic list depends on the speed and type of the vessel and may be found practically.
2.1.2 Calculation of Ship’s Squat, Z1
A speed making vessel pushes a mass of water in front of her bow. This water must flow back under and at
the sides of the vessel (backflow) to replace the water displaced by the ship’s hull. In shallow and/or narrow
waters the water particle’s velocity of flow increases which results a pressure drop (Bernoulli’s Law). The
drop of pressure below the ship’s bottom causes a vertical sinking of the ship’s hull in the water, at the same
time and depending on the vessel’s block coefficient Cb she will trim forward or aft or will sink deeper into
the water on even keel. The sum of all vertical sinking and trim is called “squat”. Squat occurs when a vessel
is making speed through the water or a vessel is not making speed but laying in flowing water (current).
The main factors, affecting the size of squat, are:

• present water depth;
• ship’s speed through water;
• ship’s block coefficient (Cb);
• it is also relevant whether the vessel is sailing in confined waters (canal, river) or in open waters.
Squat is not thought to be appreciable unless the depth is less than about seven times the draught, but
increases significantly when the depth is less than two times the draught. Squat is therefore a serious
problem for deep-draught vessels, which are often forced to operate with small under-keel clearances,
particularly when in a shallow channel confined by sandbanks or by the sides of a canal or river. In shallow
water squat causes abnormal bow and stern waves to build up, which if observed should be taken as an
indication that the ship is in shallow water with little clearance below the keel, and that speed should be
reduced or the ship stopped to increase the clearance.
The squat must be carefully calculated in shallow water when H/T < 2 (H - water depth; T - maximum static
draft).
Confined shallow water is defined as fairway, river, canal, port at following conditions:
B / b < 8.5, where
B – width of the waterway; b – ship’s breadth.
Where B / b >= 8.5 the conditions are defined as open shallow water.
The amount of squat depends on many variables which differ, not only from ship to ship, but from place to
place, and can seldom be accurately predicted even in theory. Up to now there is no exact prediction of the
expected squat possible, while a number of formulas and calculation schemes with different accuracy of the
occurring squat were developed.
According to Dr. Barras, the maximum squat for confined and open shallow water can be calculated:
Cb · S0.81 · Vk 2.08
δmax = ————————— , where
30
b·T
S = ——— - blockage factor (b, T – ship’s breadth and draft; B,H – channel width and depth)
B·H
Vk - ship’s speed relative to the water or current
However, for practical shipboard purposes it is recommended to calculate squat according to Dr. Barras two
formulas which are rough estimates and will err on the safe side:
Z1 = (Cb x V2) / 50 (for confined shallow water); or

Z1 = (Cb x V2) / 100 (for open shallow water), where
Cb (the block coefficient) = D / (L · b · T)

D - Volume of displacement, m3
L - ship’s length at waterline, m
T - ship’s draft, m
b - ship’s breadth, m
V – ship’s speed relative to water, knots
Due to the squat the trim of a vessel changes in following way:

Initial Condition Result of the Squat
Ship on even keel and Cb = 0.7 Ship’s trim may be at the stern or bow or even keel.
Ship on even keel and Cb > 0.7 Trim to forward
Ship on even keel and Cb < 0.7 Trim to aft
Ship with trim to aft Ship is squatting with trim to aft
Ship with trim to bow Ship is squatting with trim to forward
2.1.3 Calculation of Wave Action, Z2

Calculation of the ship’s correction for wave action should be done using the following table:
Wave height, (m)

Ship’s length,
0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
(m)
Wave correction, Z2 , (cm)
150 0 9 20 34 51 69 87 108
200 0 5 15 26 40 57 72 92
Z2 = k · Z2 , where k - coefficient depending on wave direction.
Care should be taken to take account of direction of waves: heading, beam or following. The first and last
affect the period (and hence pitch and heave, in this case k = 1) while beam seas mainly excite roll and
heave (in this case k = 1.7). All reduce under-keel clearance.
2.1.4 Calculation of Icing Correction, Z3
This should be taken from the Ship’s Stability information and to take account where the vessel is sailing,
weather condition, temperature of the water and air. If the icing information absent on the vessel the
correction to be counted as Z3 = 0.1(m).
2.1.5 Calculation of Density Correction, Z4
When a ship passes from water of one density to water of another density the mean draft is changed and may
to cause the trim to change.
This effect to be calculated as per Ship’ stability information with new density and to take account that
transition to tropical fresh water from sea water frequently alters the trim of large vessels up to one foot by
the head.
2.2 Calculation of Anticipated Depth
The anticipated depth is calculated by following formula:
Ha = HC + hT - hO + hW , where
HC - the charted depth;

hT - tide allowance;
hO - correction for underwater obstructions (wrecks, pipelines, etc.) height;
hW – correction for weather impact on water depth.
2.2.1 Determination of the Charted Depth, HC
During determination of existing depth, due regard to be paid to reliability of information sources
concerning depths along the intended track. The depths on navigational charts of the transit area should be
verified in relevant publications. It should be realised that in certain critical areas depths may change
quickly, and that present hydrographic resources are insufficient to allow these long routes to be surveyed
frequently.
While every effort is made to ensure the accuracy of the information on ENCs, it should be kept in mind that
they may not always be complete, up-to-date and positioned to modern surveying standards.
The Master must use all available information sources, bearing in mind particular circumstances, local
pilotage guidance and the judicious use of available navigational aids. The level of chart datum is
determined by the country having primary charting responsibility for the area.
Hydrographic surveys have inherent technical limitations in offshore areas due, partly, to uncertainties in the
tidal reductions. Furthermore, in some areas the shape and hence the depth of the sea bed is constantly
changing. Nautical charts can seldom, therefore, be absolutely reliable in their representation of depth and, if
tidal predictions are applied to charted depths as if they were actual tidal levels, the uncertainties are clearly
compounded.
It should be noted that when using ECDIS as primary mode of navigation ENC (Electronic Navigational
Charts) do not contain a source data diagram as depicted on paper charts. Instead the quality of survey data
is displayed using Category of Zone of Confidence in Data (CATZOC) symbols. The understanding of these
symbols is critical to understanding the accuracy of the presented survey data. There are six CATZOC
symbols each defining depth accuracy for the particular area.
Detailed information on chart data sources and quality can be found in the latest edition of NP 100 (The
Mariner’s Handbook) or in Annex 2 of this Manual.
2.2.2 Calculation of the Tide Allowance, hT
Tide heights should be calculated using Admiralty Tide Tables (ATT) which are published in four volumes
annually. Information in Admiralty Tide Tables on subjects such as tidal levels, harmonic constants, chart
datum, etc, is subject to continual revision and information from obsolete editions should never be used.
Data for the Secondary Ports vary considerably in completeness and accuracy. In general, where full data are
given it can be assumed that predictions will satisfy the normal demands of navigation, where incomplete
data are given it is prudent to regard the information obtained as approximate only.
Admiralty TotalTide (DP 550) is a PC-based tidal prediction program which uses the same prediction
algorithms and Harmonic Constants as the Admiralty Tide Tables and may be used, if available on board.
2.2.3 Correction for Underwater Obstructions, hO
Corrections for reduced depth over wrecks and other obstructions (pipelines, etc.) must be carefully
considered along planned route. Where information on height of pipelines over the seabed is absent, the
correction for pipelines hO= 2.0 m.
Generally, position fixing for surveying was more accurate than that for navigation in the first two
categories, but DGPS is being made more widely available for use by all mariners with the appropriate
equipment. The result is that current navigation with DGPS is, commonly, more accurate than position-
fixing used for surveys conducted before 1980.
The consequence is that, although a modern vessel may know its position to an accuracy of better than 10
metres, the position of objects on the sea floor may only be known to an accuracy of 200 metres or much
worse, depending on the age of the latest survey and/or its distance from the coast. Therefore all underwater
obstructions nearby the intended track should be considered for calculation of hO.
2.2.4 Correction for Weather Impact, hW
Past weather impact in changes of the predicted tides may be caused by winds, sustained rain or rainless,
high or low barometric pressure, any other local factors obtained from pilot, etc.
The frequency and amplitude of negative tidal surges should be taken into account, these are described in
The Mariner’s Handbook and in the introduction to Admiralty Tide Tables. Warnings are normally issued 6
to 12 hours ahead of the event and are given in broad terms. Current forecasting techniques often allow the
occurrence of a negative surge to be seen up to about 30 hours ahead. In these cases, an advanced
information message may be issued.
2.3 Calculation of Anticipated UKC
The anticipated under-keel clearance must be calculated by subtracting the ship’s deepest navigational draft
from the anticipated depth:
UKC = Ha - Tmax , where
Ha - anticipated water depth;

Tmax , - ship’s deepest navigational draft.
When using ECDIS as primary mode of navigation the anticipated UKC should be compared to the depth
accuracy defined by the Category of Zone of Confidence in Data (ZOC Category) on ENC (Electronic
Navigational Chart) to ensure that the anticipated UKC is not less than 0.30 metres than navigational chart
accuracy.
Once the available under keel clearance has been calculated taking into account all the applicable factors, it
can then be determined whether any speed reduction is required to counter the effects of squat.
For easy and prompt reference squat information relevant to the vessel for both loaded and ballast passages
should be readily available on the bridge.
2.4 Example of UKC Calculation
2.4.1 Initial Data
Vessel name: Port/area:

Date: Time:
Initial data:
Displacement 60000 m3
Condition: laden
Ship’s length 200 m
Water depth 16.1 m
Water breadth 300 m
Ship’s beam 28 m
Ship’s draft, forward 12.00 m
Ship’s middle draft 12.05 m
Ship’s draft, aft 12.00 m
Ship’s speed 14 knots
Wave height and direction 2 m – beam
Charted depth 16.1 m
ZOC Category A1
Tide allowance 2.3 m
Underwater obstructions Pipeline at 200 m from track, hydrographic survey date unknown
Weather impact Negative tidal surge 1.0 m
2.4.2 UKC Calculation when Depth has been Obtained from ECDIS
No Items Values Remarks

1 Deepest static draft ,T 12.05 m Ship is hogging
2 Correction for list, Z0 0
B / b = 10.7 > 8.5 – open waters
3 Squat, Z1 1.74 m Z1 = (Cb x V2) / 100 (for open shallow water)
Cb= 0.889 >0.7 – trim to forward
4 Wave action, Z2 0.44 m
5 Icing, Z3 0.10 m Air temperature - 10ŗC
6 The effect of density, Z4 0.0 m
Ship’s deepest navigation draft, Tmax 14.33 m Forward draft
7 Charted depth, HC 16.1 m Depth obtained from ECDIS
8 Tide allowance, hT 2.3 m
9 Underwater obstructions, hO - 2.0 m Underwater pipeline
10 Weather impact, hW - 1.0 m Negative tidal surge
Anticipated depth, Ha 15.40 m
Anticipated UKC (Tmax-Ha) 1.07 m

Minimum UKC requirements 0.96 m CATZOC + 0.30 m
Ship’s compliance Yes Anticipated UKC 1.07 m > 0.96 m (0.66 + 0.30)
CATZOC A1
CATZOC value + Safety margin 0.96 CATZOC (for A1) 0.66 m + Safety margin 0.30 m
Ship's compliance (with depth
Yes Anticipated UKC 1.07 m > 0.96 m (0.66 + 0.30)
accuracy)
FINAL RISK ASSESSMENT Safe
2.4.3 UKC Calculation when Depth has been Obtained from Official Source or When Sailing in
Confirmed (Swept, Dredged) Depth Areas

1 Deepest static draft ,T 12.05 m Ship is hogging
2 Correction for list, Z0 0
B / b = 10.7 > 8.5 – open waters
3 Squat, Z1 1.74 m Z1 = (Cb x V2) / 100 (for open shallow water)
Cb= 0.889 >0.7 – trim to forward
4 Wave action, Z2 0.44 m
5 Icing, Z3 0.10 m Air temperature - 10ŗC
6 The effect of density, Z4 0.0 m
Ship’s deepest navigation draft, Tmax 14.33 m Forward draft
Depth obtained from official source or swept/dredged
7 Charted depth, HC 16.1 m area

8 Tide allowance, hT 2.3 m
9 Underwater obstructions, hO - 2.0 m Underwater pipeline
10 Weather impact, hW - 1.0 m Negative tidal surge
Anticipated depth, Ha 15.40 m
Anticipated UKC (Tmax-Ha) 1.07 m

For navigation in confined waters outside of port limits
Minimum UKC requirements 1.21 m - The greater of 10% ship’s static draft or 1.0 m
Ship’s compliance No
CATZOC CATZOC does not apply to confirmed/declared depth

CATZOC value + Safety margin
Ship's compliance (with depth
accuracy)
FINAL RISK ASSESSMENT Unsafe
The anticipated UKC is 14 cm less than minimum required UKC, the ship must not proceed and should
consider to reduce the speed for safe passage. Squat should be reduced for 14 cm, pre-calculated squat tables/
curves for loaded condition may be used for this purpose.
3. Company’s ADC Policy

Air draft clearance (ADC) is a distance between the top of the vessel and the lowest member of the shore
construction (e.g. bridge or power line). For safe navigation air draft clearance should be at least 3 metres.
The Sailing Directions and navigation charts show the location and vertical clearances of bridges and power
lines. Minimum air draft clearance can be obtained as difference between vertical clearance of the shore
construction and ship’s maximum air draft.
Passage plan must include calculation of minimum air draft clearance when passing under bridges and power
lines and minimum air draft clearance should be recorded in Pilot Card. During initial Master – Pilot
exchange of information safe air draft clearances should be agreed with a Pilot. An entry must be made in
the Pilot/ Master Information Exchange checklist reflecting discussion of the ship’s anticipated minimum
ADC on the passage.
Where there is doubt that sufficient ADC can be maintained during passage under shore constructions, the
Master must:
• inform the Company and request guidance at the earliest opportunity, normally the person to
communicate with is the Marine Superintendent;
• if within port limits, obtain the latest information directly from the local authorities, pilot concerning
vertical clearances of constructions and tide heights well before passage;
• provide the Company with risk assessment according to Company procedure MCM-09.01 (Risk
Management) and all other relevant information for evaluation;
• do not proceed under shore constructions if in any doubt about safe passage.
4. Calculation of Ship’s ADC
4.1 General
Charted vertical clearances under bridges or overhead wires, may be referenced to a different Vertical
Datum (VD) generally derived from some phase of the tide, such as:
• Highest Astronomical Tide (HAT);
• Mean High Water Springs (MHWS);
• Mean High Water (MHW).
Before calculation of the ship’s ADC, the applicable VD for the overhead object should be verified on the
chart and/ or from other official sources.
General sequence for ADC calculation:

1. Verify the applicable VD of the overhead obstruction from the chart (HAT, MHWS or MHW).
2. Get the charted height of the obstruction from the chart.
3. Get the level/ height of VD tide (HAT, MHWS or MHW) from the tide tables.
4. Calculate the actual height of tide using the tide tables/ tidal curve.
5. Extract the actual height of tide from applicable VD tide (HAT, MHWS or MHW) to define the
extra space.
6. Add the extra space to the charted height of obstruction for total clearance.
7. Extract the air draft of the vessel from the total clearance to see if the vessel complies with
minimum required ADC.
4.2 Formula of ADC Calculation
Anticipated air draft clearance should be calculated by following formula:
ADC = hBA - hA = (hBC + VDT - hT) - (hV - TCALC), where
hBA - actual obstruction vertical clearance;
hA - ship’s air draft;
hBC - charted obstruction vertical clearance (clearance from HAT, MHWS or MHW);
VDT - vertical datum tide (HAT, MHWS or MHW)
hT - actual height of tide
hV - ship’s distance keel to masthead;
TCALC - ship's static draft at Masthead point;

4.3 Example of ADC Calculation
Vessel name: Port/area:
Date: Time:
Initial data:
Vertical Datum HAT

Charted obstruction vertical clearance, hBC 42.0 m
Vertical datum tide, VDT 0.95 m
Actual tide height, hT 0.70 m
Ship’s draft, forward, Tf 6.00 m
Ship’s middle draft, Tm 7.00 m
Ship’s draft, aft, Ta 8.00 m
Distance keel to masthead, hV 47.00 m
Length between perpendiculars, LBP 183.00 m
Distance from Aft perpendicular to Mast, Dtm 45.75 m

Ship static draft at Masthead point
1 7.50 m Ta-((Ta-Tf)/LBP)*Dtm
,TCALC
2 Distance keel to masthead, hV 47.00 m
Air draft, hA 39.50 m hV - TCALC
1 Charted bridge clearance, hBC 42.0 m
2 Vertical datum tide, VDT 0.95 m
3 Tide height, hT 0.70 m
Actual bridge clearance, hBA 42.25 m hBC + VDT - hT
Anticipated ADC 2.75 m hBA - hA
Minimum required ADC 3.00 m
The anticipated ADC is 25 cm less than minimum required ADC, the ship must not proceed and should wait for reducing
of tide height. Tide tables or tide curves should be used to calculate the time for safe passage under obstruction.
Section: 6 Annex IV. Managing Director
Chapter: 4 Company Standing Orders for Deck Officers
Annex IV
COMPANY STANDING ORDERS FOR DECK OFFICERS
1. Standing Orders for Deck Officers in Charge of a Watch in Port

Officer of the watch (OOW) in charge of a deck watch in port must comply with following principles and
requirements.
1.2 Watch Arrangements
Arrangements for keeping a watch when the ship is in port shall at all times be adequate to:
(a) ensure the safety of life, of the ship, the port and the environment, and the safe operation of all
machinery related to cargo operations;
(b) observe international, national and local rules;
(c) maintain order and the normal routine of the ship.
The ship's Master shall decide the composition and duration of the watch depending on the conditions of
mooring, type of the ship and character of duties.
OOW must be a qualified Deck Officer.
The necessary equipment shall be so arranged as to provide for efficient watchkeeping.
prevailing circumstances and conditions. In case of any doubt, the Master shall be notified immediately.
1.3 Taking Over the Watch
The OOW must not hand over the watch to the relieving OOW if he has any reason to believe that the latter
is obviously not capable of carrying out his duties effectively, in which case he must notify the Master
accordingly.
The relieving OOW must be informed of the following by the OOW being relieved:
(a) the depth of water at the berth, ship's draught, the level and time of high and low waters; the securing
of the mooring, the arrangement of anchors and the scope of the anchor chain, and other mooring
features important to the safety of the ship; the state of main engines their availability for emergency
use;
(b) all work to be performed on board the ship; the nature, amount and disposition of cargo loaded or
remaining, and any residue on board after unloading the ship;
(c) the level of water in bilges and ballast tanks;
(d) the signals or lights being exhibited or sounded;
(e) the number of crew members required to be on board and the presence of any other persons on board;
(f) the state of fire - fighting appliances;
(g) any special port regulations;
(h) the Master's standing and special orders;
(i) the lines of communication available between the ship and shore personnel, including port
authorities, in the event of an emergency arising or assistance being required;
(j) any other circumstances of importance to the safety of the ship, its crew, cargo or protection of the
environment from pollution;
(k) the procedures for notifying the appropriate authority of any environmental pollution resulting from
ship activities or observed nearby the ship.
The relieving OOW, before assuming charge of the deck watch, shall verify that:
(a) the securing of moorings or anchor chain are adequate;
(b) the appropriate signals or lights are properly exhibited or sounded;
(c) safely measures and fire protection regulations are being maintained;
(d) he is aware of the nature of any hazardous or dangerous cargo being loaded or discharged and the
appropriate action to be taken in the event of any spillage or fire;
(e) no external conditions or circumstances imperil the ship and that it does not imperil others.
1.4 Keeping a Watch
The Officer of the watch shall:

(a) make rounds to inspect the ship at appropriate intervals;
(b) pay particular attention to:
(i) the condition and securing of the gangway, anchor chain or moorings, especially at the turn
of the tide or in berths with a large rise and fall, if necessary, taking measures to ensure that
they are in normal working condition;
(ii) the draught, underkeel clearance and the state of the ship, to avoid dangerous listing or trim
during cargo handling or ballasting;
(iii) the weather and sea state;
(iv) the observance of all regulations concerning safety precautions and fire protection, in
particular the condition of portable UHF radios intended for use on open deck must be
checked before leaving the accommodation;
(v) the water level in bilges and tanks;
(vi) all persons on board and their location, especially those in remote or enclosed spaces;
(vii) the exhibition of any signals or lights;
(c) in bad weather, or on receiving a storm warning, take the necessary measures to protect the ship,
personnel and cargo;
(d) take every precaution to prevent pollution of the environment by his own ship;
(e) in an emergency threatening the safety of the ship , raise the alarm , inform the Master , take all
possible measures to prevent any damage to the ship and, if necessary, request assistance from the
shore authorities or neighbouring ship;
(f) be aware of the state of stability so that, in the event of fire, the shore fire-fighting authority may be
advised of the approximate quantity of water that can be pumped on board without endangering the
ship;
(g) offer assistance to ships or persons in distress;
(h) take necessary precautions to prevent accidents or damage when propellers are to be turned;
(i) enter in the appropriate log-book all important events affecting the ship.
2. Standing Orders for Officers in Charge of Navigational Watch

2.1 General Navigational Duties and Responsibilities
The officer in charge of navigational watch (OOW) must be properly familiarized and comply with
Company’s Deck Procedures Manual requirements and recommendations of relevant international guides,
such as ICS Bridge Procedures Guide, Capt. Swift – Bridge Team Management etc.
OOW is the Master’s representative and his primary responsibility at all times is the safe navigation of the
ship. He must monitor the execution of the passage plan and progress of the vessel in accordance with the
methods as laid down in the passage plan. During the watch the course steered, position and speed shall be
checked at sufficiently frequent intervals, using all available navigational aids, to ensure that the ship follows
the planned track.
OOW must ensure that the ship at all times complies with the applicable International Regulations for
Preventing Collisions at Sea (COLREG-72 as amended). He should take frequent and accurate compass
bearings of approaching ships as a means of early detection of risk of collision and bear in mind that such
risk may sometimes exist even when an appreciable bearing change is evident. He must also take early and
positive action in compliance with the applicable regulations and subsequently check that such action is
having the desired effect.
OOW should bear in mind that the engines are at his disposal and he should not hesitate to use them in case
of need. However, timely notice of intended changes of engine revolutions should be given where possible.
OOW shall be familiar with the maneuvering characteristics and stopping distances of their ship. In
addition, the OOW should know how these characteristics are affected by the current and anticipated
machinery status and realize that other ships will have different handling characteristics.
OOW should bear in mind that the sound signalling apparatus is at his disposal and he should not hesitate to
use it in accordance with the applicable COLREG-72 regulations.
OOW shall:
(a) keep his watch on the bridge which he shall in no circumstances leave until properly relieved;
(b) continue to be responsible for the safe navigation of the ship despite the presence of the Master on
the bridge, until the Master informs him specially that he has assumed that responsibility for con
and this is mutually understood;
(c) notify the Master when in any doubt as to what action to take in the interest of navigational safety;
The OOW shall not be assigned or undertake any duties which would interfere with the safe navigation of
the ship.
2.2 Radio Watch
OOW shall:
(a) ensure that radio watch is maintained in accordance with the relevant provisions of the Radio
Regulations and the SOLAS Convention;
(b) ensure that primary duties for radio watchkeeping are not adversely affected by attending to radio
traffic not relevant to the safe movement of the ship and safety navigation;
(c) transmit reports to ship reporting systems in accordance with the instructions of the Master;
(d) on receiving distress alert or urgency message notify the Master immediately.
2.3 Watch Arrangements
prevailing circumstances and conditions and shall take into account the need for maintaining a proper look-
out. In case of any doubt, the Master shall be notified immediately.
When deciding on composition of the navigational watch, which may include appropriate deck ratings, the
following factors, inter alia, shall be taken into account:
(e) at no time shall the bridge be left unattended;
(f) weather conditions, visibility and whether there is daylight or darkness;
(g) proximity of navigational hazards, which may make it necessary for the OOW to carry out
additional navigational duties;
(h) use and operational condition of navigational aids, such as radar or electronic position-indicating
devices and other equipment affecting the safe navigation of the ship;
(i) whether the ship is fitted with automatic steering;
(j) radio duties to be performed;
(k) unmanned machinery space (UMS) controls, alarm and indicators provided on the bridge,
procedures for their use and limitations;
(l) any unusual required standards to the navigational watch, which may be required as a result of
special operational circumstances.
2.4 Fitness for Duty
The OOW shall not hand over the watch to the relieving OOW if there is reason to believe that the latter is
not capable of carrying out the watchkeeping duties effectively, in which case the Master shall be notified
immediately.
The watchkeeping arrangements shall be such that the efficiency of watchkeeping officers and watchkeeping
ratings is not impaired by fatigue. Duties shall be so organized that the first watch at the commencement of a
voyage and the subsequent relieving watches are sufficiently rested and otherwise fit for duty.
2.5 Taking Over the Navigational Watch
The relieving OOW should arrive on navigating bridge well before his scheduled watch in order to have
ample time for routine familiarization and equipment checks.
The relieving OOW should ensure that all members of his watch are fully capable of performing their duties,
particularly as regards their adjustment to night vision.
Upon taking over the watch the relieving OOW shall satisfy himself as to the ship’s dead reckoning or
observed position and check ship’s intended track, course and speed and shall note any dangers to navigation
expected to be encountered during his watch.
The relieving OOW must not take over the watch until his vision is fully adjusted to the light conditions and
he has duly familiarized himself regarding
(a) passage plan details applicable to his forthcoming watch;
(b) conditions and hazards likely to be encountered during his watch;
(c) standing orders, night orders and other specific instructions of the Master related to navigation of
the ship;
(d) position, course, speed and draught of the ship;

(e) prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon
course and speed;
(f) procedures for the use of main engines to manoeuvre when the main engines are on bridge control;
(g) navigational situation, including but not limited to the following :
− operational condition of all navigational and safety equipment being used or likely to be used
during the watch;
− errors of gyro- and magnetic compasses;
− presence and movement of ships in sight or known to be in the vicinity;
− possible effects of heel, trim, water density and squat on underkeel clearance.
The relieving OOW must ensure that all relevant ECDIS configuration and safety information is transferred
between him and the outgoing OOW so as to enable the voyage to continue safely.
The OOW should give watchkeeping personnel all appropriate instructions and information which will
ensure the keeping of a safe watch, including an appropriate look-out.
If at the time the OOW is to be relieved a manoeuvre or other action to avoid any hazard is taking place, the
relief of the OOW should be deferred until such action has been completed.
2.6 Bridge Resource Management
OOW must continuously reassess how bridge watch resources are being allocated and used based on bridge
resource management principles:
(a) a sufficient number of qualified individuals should be on watch to ensure all duties can be performed
effectively;
(b) all members of the navigational watch should be appropriately qualified and fit to perform their
duties efficiency and effectively or the OOW should take into account any limitations in
qualifications or fitness of the individuals available when making navigational and operational
decisions;
(c) duties should be clearly and unambiguously assigned to specific individuals, who should confirm
that they understand their responsibilities;
(d) tasks should be performed according to a clear order of priority;
(e) no member of the navigational watch should be assigned more duties or more difficult tasks than can
be performed effectively;
(f) individuals should be assigned at all times to locations at which they can most efficiency and
effectively perform their duties, and individuals should be reassigned to other locations as
circumstances may require;
(g) members of the navigational watch should not be assigned to different duties, tasks or locations until
the OOW is certain that the adjustment can be accomplished efficiently and effectively;
(h) instruments and equipment considered necessary for effective performance of duties should be
readily available to appropriate members of the navigational watch;
(i) communications among members of the navigational watch should be clear, immediate, reliable, and
relevant to the business at hand;
(j) non-essential activity and distractions should be avoided, suppressed or removed;
(k) all bridge equipment should be operating properly and if not, the OOW should take into account any
malfunction which may exist in making operational decisions;
(l) all essential information should be collected, processed and interpreted, and made conveniently
available to those who require it for the performance of their duties;
(m) non-essential materials should not be placed on the bridge or any work surface;
(n) members of the navigational watch should at all times be prepared to respond efficiently and
effectively to changes in circumstances.
2.7 Look-out
In addition to maintaining a proper look-out for the purpose of fully appraising the situation and the risk of
collision, stranding and other dangers to navigation, the duties of the look-out shall include the detection of
ship or aircraft in distress, shipwrecked persons, wrecks and debris. In maintaining a look-out the following
shall be observed:
(a) the look-out must be able to give full attention to the keeping of a proper look-out and no other
duties shall be undertaken or assigned which could interfere with that task;
(b) the duties of the look-out and helmsman are separate and the helmsman shall not be considered to
be a look-out while steering. The OOW may be the sole look-out in daylight provided that on each
such occasion :
(i) the situation has been carefully assessed and it has been established without doubt that it is
safe to do so;
(ii) full account has been taken of all relevant factors including, but not limited to:
− weather conditions;
− visibility;
− traffic density;
− proximity of danger to navigation;
− the attention necessary when navigating in or near traffic separation schemes;
(iii) assistance is immediately available to be called on the bridge when any change in the
situation so requires.
2.8 Use of ECDIS
The OOW must:

(a) Use the ECDIS to reconcile all available information sources. Cross-checking the display
via all available means is essential.
(b) Check key settings such as Safety Contour, display mode, SCAMIN and feature categories.
(c) Avoid over-reliance on ECDIS display of position alone to confirm where the vessel is in
relation to the leg. Manual checks of position should be applied at prescribed intervals using
alternative methods.
(d) Investigate all ECDIS alarms immediately and, where necessary, take action to keep the
vessel in safe water.
(e) Avoid reliance solely on automated monitoring alarms on the ECDIS.
(f) Undertake a careful visual inspection of the Passage Plan for the period of their watch to
confirm that the correct settings are applied for each leg and that it remains clear of dangers.
This is especially important if changes have been applied since the OOW last checked the
Passage Plan, and must not assume that a review has been completed. If during this
inspection or at any other time the OOW considers it necessary to view more data, the
ECDIS display must be configured to show all other safety features, but in particular
contours and soundings.
(g) Be conversant with the steps necessary to return the ECDIS display to that laid down in the
Passage Plan for execution.
2.9 ECDIS – Position Fixing and Alternative Tracking Measures
OOW must utilize the ECDIS function of using two sources of position simultaneously (Primary and
Secondary positioning system) and compare the discrepancies between the two on a regular basis.
OOW must know the types of positioning systems (normally represented by Electronic Position Fixing
System, Dead Reckoning, Estimated Position and Echo Reference) and be able to switch to any of them in
case needed.
OOW must be familiar with the manual position fixing techniques on their ECDIS and utilize this function
as per Passage Plan.
OOW should positively identify all relevant navigation marks for manual position fixing. Whenever
circumstances allow, fixing MUST be carried out by MORE THAN ONE method. Whenever possible,
positions MUST be derived from at least THREE position lines.
On COASTAL PASSAGES, position fixing MUST be based on TERRESTRIAL position lines, primarily
visual bearings and radar distances. It must be understood that the accuracy of bearings increases as the
range to the object decreases; bearing of close objects are therefore to be preferred, even if the bearing
appears to be changing rapidly.
Using of GNSS-derived positions alone in coastal waters is NEVER ACCEPTABLE.
Buoys or other floating navigational marks must NOT be used for position fixing due to the unreliability of
their positions unless their correct position was verified immediately prior to use them for ship’s position
fixing.
The errors inherent in interpreting radar bearings must be understood; positions must not be based on a
single radar range and bearing.
Positions passing abeam of salient points of land and fixed radar targets must always be plotted, and logged
as appropriate.
GNSS should normally be used as the primary means for position fixing in open waters. Weather and
navigational circumstances permitting, OOW should practice taking astronomical sights.
OOW must be familiar with the capability of the ship’s ECDIS to maintain the ship’s track in cases where
GNSS-derived data becomes inaccurate or is completely absent due to equipment failure.
OOW should be able to utilize this capability and have knowledge and skills in manually correcting the
ship’s position, course and speed values.
As an example, Dead Reckoning can be used in such cases, but only in conjunction with the manual position
fixing done at frequent intervals in order to provide more accurate position until GNSS-derived data is
restored.
The OOW must notify the Master immediately in the following circumstances:
(a) if restricted visibility is encountered or expected;
(b) if the traffic conditions or the movements of other ships are causing concern;
(c) if difficulty is experienced in maintaining course;
(d) on failure to sight land, a navigation mark or to obtain relevant sounding by the expected time;
(e) if unexpectedly, land or navigational mark is sighted or unexpected change in sounding occurs;
(f) on breakdown of the engines, propulsion machinery remote control, steering gear or any essential
navigational equipment, alarm or indicator;
(g) if the radio equipment malfunctions;
(h) in heavy weather if in any doubt about the possibility of weather damage;
(i) if the ship meets any hazard to navigation, such as ice or derelicts;
(j) in any other emergency or situation in which he is in any doubt regarding safety of ship and crew,
proper protection of environment.
Despite the requirement to notify the Master immediately in the foregoing circumstances, the OOW should
in addition not hesitate to take immediate action for the safety of the ship, where circumstances so require.
Calling the Master to the navigating bridge will not transfer the con from the OOW to the Master. Until such
time as the Master actually declares that he has the con the OOW must still carry out his duties as he was
prior to the Master’s arrival.
2.11 Navigation with Pilot
The ship’s passage plan prepared in advance by the ship and ship’s mooring scheme, where applicable, must
be discussed and agreed with the pilot immediately after boarding. There should be sufficient time and
searoom to allow this to happen safely. Where lack of time or searoom does not allow the plan to be
discussed fully, the bare essentials should be covered immediately and the rest of the discussion held as soon
as it is safe to do so.
Despite the duties and obligations of a pilot, his presence on board does not relieve the OOW from his
duties and obligations for the safety of the ship. OOW shall co-operate closely with the pilot, fully support
pilot’s expertise by the ship’s bridge team. However, OOW must not completely rely on pilot and maintain
an accurate check of the ship’s position and movement. This will include track monitoring and regular
fixing of ship’s position, particularly after each course alteration, monitoring underkeel clearance, and
monitoring movement of other ships.
If the Master leaves the bridge, the OOW should ask the pilot about his intentions and support him by
checking his actions. OOW has to urge the pilot to use every precaution and where appropriate insist on such
being taken. If the OOW is in any doubt as to the pilot’s actions or intentions, he should seek clarification
from the pilot and if doubt still exists, he must notify the Master immediately, taking whatever actions is
necessary before the Master arrives. OOW should be prepared to exercise his right not to proceed to a point
where the ship would not be able to manoeuvre or would be in any danger.
2.12 Navigational Equipment
The OOW shall have full knowledge of the location and operation of all safety and navigational equipment
on board the ship and shall be aware and take account of the operation limitations of such equipment.
The OOW shall make the most effective use of all navigational equipment at his disposal.
When using radar, the OOW shall bear in mind the necessity to comply at all times with the provisions on
the use of radar contained in the applicable regulations of COLREG-72.
In cases of need OOW shall not hesitate to use the helm, engines and sound signalling apparatus.
2.13 Periodic Checks of Navigational Equipment
Operational tests of shipboard navigational equipment should be carried out at sea as frequently as
practicable and as circumstances permit, in particular when hazardous conditions affecting navigation are
expected, where appropriate these tests should be recorded.
The OOW must make regular checks to ensure that:

(a) the helmsman or the automatic pilot is steering the correct course;
(b) the magnetic and gyrocompass error is determined at least once per watch and, when possible, after
any major alteration of ship’s course;
(c) the magnetic and gyro- compasses are frequently compared and repeaters are synchronized with their
master compass;
(d) the automatic pilot and/ or manual steering as appropriate is tested at least once a watch;
(e) the navigation and signal lights and other navigational equipment are functioning properly;
(f) the radio equipment is functioning properly;
(g) the echo-sounder is tested at least once a watch at relevant depths and used whenever appropriate;
(h) the UMS controls, alarms and indicators are functioning properly.
2.14 Automatic Pilot / Manual Steering
The change-over from automatic to manual steering and vice versa should be made by, or under the
supervision of the OOW.
The OOW shall:

(a) duly station the helmsman and put the steering into manual control in good time to allow any
potentially hazardous situation to be dealt with in a safe manner; and
(b) take into account that with a ship under automatic steering it is highly dangerous to allow a situation
to develop to the point where the OOW is without assistance and has to break the continuity of the
lookout in order to take emergency action.
2.15 Electronic Navigational Aids
The OOW should be thoroughly familiar with the use of electronic navigational aids carried, such as radars,
ARPA, ECDIS etc., including their capabilities and limitations.
2.16 Radar
The OOW must use the radar when appropriate and whenever restricted visibility is encountered or
expected, and at all times in congested waters having due regard to its limitations.
Whenever radar is in use, the OOW should select an appropriate range scale, observe the display carefully
and plot effectively. The OOW must ensure that range scales employed are changed at sufficiently frequent
intervals so that echoes are detected as early as possible. It should be born in mind that small or poor echoes
may escape detection.
Parallel index techniques to monitor ship’s progress in relation to the passage plan must be always used
when appropriate. Parallel indexing provides a method on the radar of verifying that the ship is maintaining
a safe course to pass a fixed object at the desired passing distance. However parallel indexing does not fix
the ship’s position and therefore does not replace the need to fix the ship’s position on the chart at regular
intervals.
At restricted visibility the OOW must ensure that plotting or systematic analysis of targets is commenced in
ample time.
In clear weather, whenever possible, the OOW should carry out radar practice.
The OOW must be familiar with the differences between X and S-band radars, and be aware that the X-band
radar is capable of operating in the 9 GHz frequency for the detection of search and rescue transponder
(SART) devices.
2.17 Restricted Visibility
When restricted visibility is encountered or expected, the first responsibility of the OOW is to comply with
the relevant rules of the COLREG-72, with particular regard to the sounding of fog signals, proceeding at a
safe speed and having the engines ready for immediate manoeuvres. In addition, he shall:
(a) inform the Master;
(b) post a proper lookout and helmsman and, in congested waters, revert to hand steering immediately;
(c) exhibit navigation lights;
(d) operate and use the radar.
2.18 Ship at Anchor
Under all circumstances while the ship is at anchor, the OOW shall:
(a) check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking
bearings of fixed navigation marks or readily identifiable shore objects;
(b) ensure that an efficient lookout is maintained;
(c) ensure that an inspection rounds of the ship are made periodically;
(d) observe meteorological and tidal conditions and the state of the sea;
(e) notify the master and undertake all necessary measures if the ship drags anchor;
(f) ensure that the state of readiness of the main engines and other machinery is in accordance with the
master’s instructions;
(g) if visibility deteriorates, notify the master and comply with the applicable COLREG-72 regulations;
(h) ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are
made at all times as required;
(i) take measures to protect the environment from pollution by the ship and comply with applicable
pollution prevention regulations.
2.19 Record Keeping
OOW must ensure that the permanent records of all navigational activities are maintained in handwritten,
electronic or mechanical form. This must include sufficient information in order to restore ship’s navigated
track and all important circumstances and events.
At least following records must be kept:

• details related to the voyage, such as courses steered and distances sailed, position fixings, weather
and sea conditions, changes to the voyage plan, details of pilots’ embarkation/disembarkation, and
entry into areas covered by, and compliance with, ship routeing or reporting systems;
• details on special events, such as death and injuries among crew and passengers, malfunctions of
shipboard equipment and aids to navigation, potentially hazardous situations, observed oil spills and
other environment pollution in the vicinity, emergencies and distress messages received;
• details on operational or administrative matters and details related to the safety and security of the
ship, such as tests of navigational and emergency equipment, drills, inspections, fire rounds,
completing of checklists.
All handwritten records (including rough log books) must be fully maintained in ink, needed corrections
should not be erased or removed but should be rewritten after crossing out the incorrect version.
Section: 6 Annex V Managing Director
Chapter: 5 Navigational Audits and Assessments
Annex V
NAVIGATIONAL AUDITS AND ASSESSMENTS
1. General
To ensure that high navigation standards are maintained the following navigational audits/ assessments shall
be carried out aboard the ship:
• Navigational audit by ship’s Master – within a month after taking over his duties;
• Navigational audit by Marine Superintendent or by specialist contractor – on sea passage annually;
• Remote Navigational Audit/ Assessment (RNA) by Marine Superintendent – annually.
The person conducting the navigational audits/ assessments must be a master mariner with senior officer
experience. Navigational auditors should have appropriate Electronic Chart Display and Information System
(ECDIS) and Electronic Chart System (ECS) training specific to the equipment on board the ship.
2. Master’s Navigational Audit

Navigational audit by ship’s Master should be conducted in the scope of Part I of the Navigational Audit
Check List (form DPM-06.05.01) and should be aimed to ensure compliance with navigational regulations
and Company procedures.
The Navigational Audit is followed by the report in SMR module of the SMIS with attached completed
Navigational Audit Check List for general data and Part I. All findings should be recorded in SMIS and
processed accordingly.
3. Navigational Audit during Passage

Comprehensive ship navigational audits are conducted while on passage by Marine Superintendents in the
full scope (Part I and Part II) of the Navigational Audit Check List (form DPM-06.05.01) or by a suitably
qualified specialist contractor.
Audit includes review of passage plans, chart corrections, navigational records, navigational equipment,
compliance with Company procedures and verification of the Master’s navigational audit. In addition, while
on passage, the purpose of the audit is to:
• Review and confirm that bridge practices are in compliance with international regulations and
Company procedures.
• Review and assess the skills and proficiency levels of the bridge team members.
• Review and evaluate the effective functioning of the bridge team during all sections of a voyage.
• Use the opportunity to promote robust navigational practices, chart-work, passage planning and good
seamanship.
• Identify any additional training needs, whether this be specific to an individual or a vessel, or a fleet
wide need.
• Verify adequate supervision of Junior Officers and training of cadets during critical passages.
• Verify that accurate logs are kept and that adequate record keeping is undertaken.
The audit is followed by a debrief to the bridge team and recording of the audit report in SMR module of the
SMIS. All findings should be recorded in SMIS and processed accordingly.
Where it is impractical for a vessel to be audited within the 12-month period due to trading pattern or other
exceptional circumstances (for example, but not limited to the medical pandemics, vessel operating in ports
having travel/ visa restrictions, trading in high risk areas, extensive long anchorages, change in vessel’s
schedule without any notice, etc.), then an unannounced remote audit by an independent contractor or
Marine Superintendent, including VDR downloads may be used.
4. Remote Navigational Audit/ Assessment

Remote Navigational Audit/ Assessment (RNA) should be conducted annually by Marine Superintendents
for all vessels in the scope of the Navigational Audit Check List (form DPM-06.05.01). RNAs should not be
used as a substitute to replace traditional onboard navigational audits, except in cases and circumstances as
described in paragraph 3.
While traditional audit can verify onboard compliance with SMS and industry regulations, the RNA can
provide additional assurance about navigational standards, best practices and bridge team behaviours
including human factors.
RNA is based on Voyage Data Recorder (VDR) data which should be replayed and analysed against the
Company SMS, industry best practices and regulatory requirements. In particular, VDR could be used to
assess:
• Watch hand-over procedures.
• Whether essential equipment checks are properly carried out.
• Whether UKC requirements are being adhered to.
• Correct use of parallel indexing techniques.
• Correct ECDIS procedures and practices including use of overlays.
• Correct and timely conduct of collision avoidance.
• Correct use and response to navigational equipment alarms.
• Bridge resource management.
• The pilot’s integration with the bridge team.
• Behavioural and procedural compliance.
The process of performing RNAs should also be used to ensure that there is familiarity on board with saving/
downloading VDR data, and for confirming that the VDR is operating correctly. Closed Circuit Television
(CCTV), if fitted for the bridge, can assist in the analysis of the VDR data.
In general, the RNA process involves:

1. Downloading and extracting data from VDR for ship’s navigationally critical passages such as
coastal navigation in high density traffic areas, straits, channels, pilotage waters, etc.
2. Calibrating the data with supplementary information requested and provided by the vessel, e.g. logs
and scans of charts used during assessment, ECDIS screenshots (if not recorded by VDR), etc.
3. Assessing the data.
4. Completing the RNA report in SMIS, including all findings which should be processed accordingly.
5. Company Navigational Assessments

The Company conducts Navigational Assessments at least annually, and discuss them during the Company
management review meetings.
The main aims of the Company Navigational Assessment are:

• to identify adverse trends in navigational practices;
• to identify weak areas in navigational procedures;
• to evaluate the effectiveness of the navigational audit programme, with a view to continual
improvement;
• to develop improvement plans and set targets.
Company Navigational Assessment includes analysis of the relevant findings revealed by:
• all navigational audit/ assessment reports of the fleet including Masters audits;
• navigational incidents;
• navigational near miss reports;
• external inspections (SIRE, CDI, PSC, Flag, etc.).
The analysis compares navigational audit findings and those for:

• navigational incidents and near misses;
• external inspections;
• industry trends.
The outcome of the Company Navigational Assessment should include improvement plans and set targets in
respect of navigational procedures, practices and navigational audit programme.
Corrective actions of the improvement plans for the defined weak areas (defined as Internal Observation,
Internal Deficiency or Internal Major Deficiency) are proposed by the HSSEQ Director and other
management review meeting participants, and recorded in SMIS by the HSSEQ Director accordingly:
• Report type: Office Audit/ Review/ Inspection;
• Report subtype: Management Review.
All proposed corrective actions are reviewed/ approved/ rejected, responsible persons and close out dates
assigned by the HSSEQ Director. Further, the corrective actions are tracked in SMIS by the HSSEQ Director
till close out.
6. Appendix
• Form DPM-06.05.01 Navigational Audit Check List Rev. 2 Date: 01.09.2020

LSC SIA
NAVIGATIONAL AUDIT CHECK LIST

Audit Type:
 Onboard Audit by ship’s Master  Onboard Audit by External Contractor
 Onboard Audit by Marine Superintendent  Remote Audit by External Contractor
 Remote Audit/ Assessment by Marine

Superintendent
Ship: _________________________________ Ship’s Location (Sea/ Port): _________________
Date: ________________________________ Master: __________________________________
Chief Officer: _________________________ 2nd Officer: ______________________________
3rd Officer: ___________________________ Junior Deck Officer: _______________________
Audit commenced: _________________________ Audit completed: __________________________
Following ship passages witnessed:
1/ from:_____________________________________ to: ____________________________________
2/ from:_____________________________________ to: ____________________________________
VDR records for following passages reviewed:
1/ from:_____________________________________ to: ____________________________________
2/ from:_____________________________________ to: ____________________________________
Audit conducted by: ____________________________________
Date:_____________________

LSC SIA Navigational Audit Check List
PART I GENERAL
1. Navigation and Communication Equipment
Is the following navigation equipment fitted and operative?

Ref.
Equipment Yes No N/A
No
1.1 Properly adjusted magnetic compass
Comments:
1.2 Spare magnetic compass
Comments:
1.3 Magnetic compass bearing device
Comments:
1.4 Gyro compass
Comments:
1.5 Gyro compass heading repeater
Comments:
1.6 Pelorus or gyro compass bearing repeater
Comments:
1.7 Autopilot
Comments:
1.8 Off-course alarm
Comments:
1.9 Course recorder
Comments:
1.10 ECDIS
Comments:
1.11 9 GHZ (3 cm) band radar
Comments:
1.12 3 GHZ (10 cm) band radar
Comments:
1.13 ARPA, equipped with speed through the water input
Comments:
1.14 Radar plotting equipment
Comments:
1.15 Speed and distance measuring device
Comments:
1.16 Echo sounding device
Comments:
1.17 Receiver for a global satellite navigation system (GPS)
Comments:
1.18 NAVTEX receiver
Comments:
1.19 VHF radio
Comments:
1.20 GMDSS equipment
Comments:
1.21 Inmarsat – C
Comments:
1.22 Automatic identification system (AIS)
Comments:

Is the following navigation equipment fitted and operative?

Ref.
No
1.23 Rudder, propeller, thrust, pitch and operational mode indicators
Comments:
1.24 Voyage data recorder
Comments:
1.25 Navigation lights (sectors of all lights comply with COLREG)
Comments:
1.26 Additional lights (NUC, RAM, Christmas tree lights)
Comments:
1.27 Bridge & deck lighting
Comments:
1.28 Daylight (Aldis) signalling lamp
Comments:
1.29 Whistle, bell and gong
Comments:
1.30 Internal telephone
Comments:
1.31 Sufficient amount of intrinsically safe portable radios for use on deck
Comments:
1.32 Shapes
Comments:
1.33 Engine control
Comments:
1.34 Pitch propeller control
Comments:
1.35 Thruster control
Comments:
1.36 Bridge alarm systems
Comments:
1.37 Other ship-specific equipment
Comments:
2. Familiarity with Navigation and Communication Equipment
Has the operation of the following equipment been studied and fully understood by all officers?
(Operation has to be demonstrated by officer)
Ref.
No
2.1 Automatic Identification System (AIS – operation, interpretation)
Comments:
2.2 Autopilot (incl. change over from gyro- to magnetic compass)
Comments:
2.3 Bridge and deck lighting
Comments:
2.4 ECDIS (operation, interpretation, voyage planning, limitations, updating)
Comments:
2.5 Echo sounder (incl. print out and displaying of the history)
Comments:
2.6 Gyro compass and repeaters

Has the operation of the following equipment been studied and fully understood by all officers?
(Operation has to be demonstrated by officer)
Ref.
No
Comments:
2.7 Magnetic compass
Comments:
2.8 Navigation and signal lights (incl. emergency lights)
Comments:
2.9 NAVTEX (operation, interpretation, maintenance)
Comments:
2.10 Off-course alarm (adjustment for both gyro- and magnetic compass)
Comments:
2.11 GPS position fixing system (adjustment to the correct datum)
Comments:
2.12 Radars including ARPA (operation, adjustment, parallel indexing etc.)
Comments:
2.13 Sound signals (signalling apparatus, whistles, fog bell)
Comments:
2.14 Speed recorder/ speed log (operation)
Comments:
2.15 Steering gear (incl. manual, emergency changeover and testing arrangements)
Comments:
2.16 Voyage Data Recorder (VDR – operation, interpretation, displaying history)
Comments:
2.17 Weather fax (operation, interpretation, maintenance)
Comments:
2.18 GMDSS (tuning, operation, sending of distress messages)
Comments:
2.19 Inmarsat – C (operation, maintenance)
Comments:
2.20 Other ship-specific equipment (operation, maintenance)
Comments:
3. Familiarity with Navigation Procedures
Have the Company navigation procedures and recommendations of international guides (ICS
Bridge Procedures Guide, Capt. Swift - Bridge Team Management, etc) been studied and fully
understood by all officers? (Details of procedures have to be explained by officer)
Ref.
Procedures Yes No N/A
No
3.1 Company & Master’s standing orders
Comments:
3.2 Bridge team management
Comments:
3.3 Bridge and emergency checklists
Comments:
3.4 Duties of the officer on Watch (OOW)
Comments:
3.5 Keeping effective lookout
Comments:

Have the Company navigation procedures and recommendations of international guides (ICS
Bridge Procedures Guide, Capt. Swift - Bridge Team Management, etc) been studied and fully
understood by all officers? (Details of procedures have to be explained by officer)
Ref.
No
Comments:
3.7 Helmsman/ automatic pilot
Comments:
3.8 Passage planning
Comments:
3.9 Position fixing with different methods and plotting of ship’s position
Comments:
3.10 Parallel index plotting
Comments:
3.11 Preparation for arrival and departure
Comments:
3.12 Embarkation/ disembarkation of the pilot
Comments:
3.13 Navigation in coastal waters
Comments:
3.14 Navigation with a pilot onboard ship
Comments:
3.15 Navigation in restricted visibility
Comments:
3.16 Navigation in adverse weather
Comments:
3.17 Navigation in ice
Comments:
3.18 Ship at anchor
Comments:
4. Familiarity with Emergency Procedures

Have the emergency procedures been studied and fully understood by all officers? (Details of
procedures have to be explained by officer)
Ref.
No
4.1 Main engine failure
Comments:
4.3 Steering gear failure
Comments:
4.4 Gyro compass failure
Comments:
4.5 Bridge control/ telegraph failure
Comments:
4.6 Imminent Collision/ Collision
Comments:
4.7 Stranding
Comments:
4.8 Fire

Have the emergency procedures been studied and fully understood by all officers? (Details of
procedures have to be explained by officer)
Ref.
No
Comments:
4.9 Boat/ Liferaft stations
Comments:
4.10 Man overboard
Comments:
4.11 Black-out
Comments:
4.12 ECDIS Failure
Comments:
5. Familiarity with International Regulations for Preventing Collisions at Sea (COLREG 72)
Have the regulations been studied and fully understood by all officers? (Details of regulations have
to be explained by officer)
Ref.
Rules Yes No N/A
No
PART A - GENERAL
5.1 RULES 1 - 3.
Comments:
PART B - STEERING AND SAILING RULES
Section I - Conduct of Vessels in Any Condition of Visibility
5.2 RULES 4 - 10.
Comments:
Section II - Conduct of Vessels in Sight of One Another
5.3 RULES 11 - 18.
Comments:
Section III - Conduct of Vessels in Restricted Visibility
5.4 RULE 19. Conduct of Vessels in Restricted Visibility
Comments:
PART C – LIGHTS AND SHAPES
5.5 RULES 20 - 31.
Comments:
PART D – SOUND AND LIGHT SIGNALS
5.6 RULES 32 - 37
Comments:
6. Passage planning
Does the passage planning comply with the following safe standard and include relevant details?
Ref.
Requirements Yes No N/A
No
Comprehensive passage plan drawn up from berth to berth and approved by
6.1
Master prior to ship’s departure.
Comments:
6.2 Any changes to passage plan recorded and approved by Master.
Comments:
6.3 Largest available scale ENCs used for navigation.

Ref.
No
Comments:
True course of each leg plotted on ECDIS taking into account recommended
6.4
routes and in compliance with international regulations.
Comments:
All areas of danger (no-go areas), margins of safety (clearing bearings) and
6.5
parallel indexes from fixed objects plotted for each leg.
Comments:
6.6 Any areas showed where marine environmental protection considerations apply.
Comments:
Any existing ships' routeing and reporting systems, vessel traffic services
6.7
showed on ECDIS and recorded in passage plan form.
Comments:
All points of each course alteration with wheel over bearing(s) and distance(s)
6.8
from fixed objects shown on ECDIS and recorded in passage plan form.
Comments:
Wheel over positions and turn radius for each course alteration taking into
6.9 account the vessel's turning circle at the planned speed and any expected effect
of tidal streams and currents, where appropriate, shown on ECDIS.
Comments:
6.10 Predicted currents, and tides calculated and attached to passage plan.
Comments:
Minimum underkeel clearance and squat calculated for each leg. Calculated
6.11 deepest navigational draft and minimum underkeel clearance recorded in ship’s
Log book.
Comments:
Passage abort positions (“point of no return”) and contingency plans (alternative
6.12 routes, safe anchorages, waiting areas, emergency berths, etc.) included in
passage plan.
Comments:
Safe speed, having regard to the proximity of navigational hazards along the
6.13 intended route or track, the manoeuvring characteristics of the vessel and its
draught in relation to the available water depth, recorded for each leg.
Comments:
Positions where a change in machinery status is required shown on ECDIS and
6.14
recorded in passage plan form.
Comments:
Necessary speed alterations en route, e.g., where there may be limitations
because of night passage, tidal restrictions, or allowance for the increase of
6.15
draught due to squat and heel effect when turning, shown on charts and recorded
in passage plan form.
Comments:
Minimum clearance required under the keel in critical areas with restricted water
6.16
depth calculated, shown on ECDIS and recorded in passage plan form.
Comments:
Critical points for tide heights and flow shown on ECDIS and recorded in
6.17
passage plan form.
Comments:
Positions where echo sounder to be switched on shown on ECDIS and recorded
6.18
in passage plan form.

Ref.
No
Comments:
The method and frequency of position fixing, including primary and secondary
6.19 options, and the indication of areas where accuracy of position fixing is critical
and where maximum reliability must be obtained, recorded in passage plan form.
Comments:
Use of ships' routeing and reporting systems and vessel traffic services shown on
6.20
navigational ECDIS and recorded in passage plan form.
Comments:
Specific points or legs where high volume traffic conditions likely to be
6.21 encountered throughout the passage, especially at navigational focal points,
shown on ECDIS and recorded in passage plan form.
Comments:
If a pilot is to be used, information relating to pilotage, embarkation and
6.22
disembarkation of a pilot, shown on ECDIS and recorded in passage plan form.
Comments:
Specific points of the passage where to utilize additional deck or engine room
6.23
personnel, shown on ECDIS and recorded in passage plan form.
Comments:
Contingency plans for alternative action to place the vessel in deep water or
proceed to a port of refuge or safe anchorage in the event of any emergency
6.24 necessitating abandonment of the plan, taking into account existing shore-based
emergency response arrangements and equipment and the nature of the cargo
and of the emergency itself, recorded in passage plan form.
Comments:
6.25 All passage plan information is readily available for the OOW.
Comments:
7. Position Fixing
Have the following safe ship’s position fixing requirements being complied with?
Ref.
No
7.1 Frequency and method of position fixing is in accordance with passage plan.
Comments:
Two positioning systems (Primary and Secondary) utilized continuously for
7.2
ship’s progress monitoring.
Comments:
Where possible, manually fixed positions are derived from at least three position
7.3
lines.
Comments:
On coastal passages manual position fixing is used and based on terrestrial
7.5
position lines, primarily visual bearings and radar distances.
Comments:
GNSS-derived positions alone are never used in coastal waters. Always cross-
7.6
checked by manual position fixing.
Comments:
7.7 Correct instrument utilized on ECDIS for manual position fixing.
Comments:
7.8 Buoys or other floating navigation marks are never used for position fixing,

Have the following safe ship’s position fixing requirements being complied with?
Ref.
No
unless they have been first checked for correct position (in this case appropriate
instructions should be made in the Passage Plan and on ECDIS to verify the
object for correct position immediately prior to its use for ship’s position
fixing).
Comments:
Positions passing abeam of salient points of land and fixed radar targets are
7.9
always plotted and logged as appropriate.
Comments:
7.10 During ocean passages officers practice taking astronomical observations.
Comments:
8. Charts and Publications
Have the following requirements being complied with?

Ref.
No
A system is established to ensure that nautical charts and publications are on
8.1
board and up to date.
Comments:
All current edition nautical charts (ENCs) fully provided and updated to the
8.2
latest NtM available.
Comments:
Sailing Directions, Lists of Lights, Tide Tables, Lists of Radio Signals, the
8.3 Nautical Almanac, the Annual Summary of Notices to Mariners are the current
editions and maintained up to date.
Comments:
Correction of nautical charts and publications randomly checked and found in
8.4
good order.
Comments:
8.5 Automated Navigational Data Management System properly updated.
Comments:
Weekly Admiralty Notices to Mariners (NtM), Annual Summary of NtM duly
8.6
received and properly filed.
Comments:
Temporary & Preliminary Notices file is adequately kept.
8.7
ECDIS properly updated with Temporary & Preliminary Notices.
Comments:

9. Navigational Warnings

Ref.
No
There is an adequate system for dealing with navigation warnings, they are being
9.1
properly updated on ECDIS
Comments:
File for NAVAREA warnings is adequately kept, there is system in place to
9.2 ensure that all warnings currently in force are received prior to entering relevant
area.
Comments:
9.3 File for NAVTEX warnings is adequately kept.
Comments:
9.4 Weather forecasts obtained from more than one source, and file for weather
forecasts is adequately kept.
Comments:
10. ECDIS
Where ECDIS is the primary means of navigation have the following requirements being complied
with?
Ref.
No
10.1 Has the Flag State issued a vessel specific letter of approval?
Comments:
Navigating Officers attended IMO Course model 1.27 (40 hours) and are course
10.2
certificates available?
Comments:
Navigating Officers received “type-specific” ECDIS Familiarisation including
10.3
its backup arrangements, sensors and related peripherals?
Comments:
ECDIS type specific familiarisation carried out prior to taking over navigational
10.4
watch responsibilities.
Comments:
All Navigating Officers are familiar with the Company passage planning
10.5
requirements for ECDIS.
Comments:
Bridge team is aware of the procedure to update ENCs with permits and Notices
10.6 to Mariners (NTM) and verification of same. Have the latest available
corrections been applied?
Comments:
In areas where ENCs are not available, paper charts of the largest scale are
10.7
available on board.
Comments:
All Officers can demonstrate familiarity with vector chart symbols and Category
10.8
Zone of Confidence (CATZOC) which denote data accuracy of vector charts.
Comments:
All Officers are aware of company requirement when vector charts are not
10.9
available for planned passage.
Comments:

with?
Ref.
No
Arrangements for delivery of new ENC data are effective, particularly if the
10.10
Ship changes trade at short notice.
Comments:
Are all Navigational officers familiar with the function to display the edition
number of the IHO Presentation Library that is in use within the ECDIS and
10.11
able to check that system is capable of displaying the new symbols introduced in
the IHO S-52 Presentation Library 4.0 by opening the ECDIS Chart 1 datasets.
Comments:
ECDIS safety parameters settings (Safety Depth, Safety Contour, Shallow
Contour, Deep Contour, “Look Ahead”) are in compliance with Company
10.12 requirements for different stages of the voyage. ECDIS Voyage Planning
Checklist is properly completed and all Officers are acquainted with alarm
settings.
Comments:
Is there adequate XTD for the various legs of the planned route to take into
10.13 account the nature of the environment and expected possible deviations, lateral
separation from the route and collision avoidance?
Comments:
Route Plan Checking (e.g.: CATZOC, XTD, Route Backup) function on ECDIS
10.14
being carried out before the voyage.
Comments:
All Officers are familiar with ECDIS Display information and choice of scale
10.15
during passage planning and navigation requirements.
Comments:
Is there an approved back-up arrangement to ensure safe navigation for the
10.16
entire voyage, in the event of an ECDIS failure?
Comments:
Training in case of loss of sensor input information carried out by Master for all
10.17 Deck Officers. Clear Procedures are in place to cover loss of sensory inputs to
ECDIS.
Comments:
Passage plans are uploaded to all ECDIS units on the Nav. Bridge and a back-up
10.18
copy prepared in case of system failure.
Comments:
10.19 All Navigational warnings relevant to the intended voyage plotted.
Comments:
Is NAVTEX connected to the ECDIS and are the Navigational warnings being
10.20
managed correctly?
Comments:
Are T & P notices being properly applied to electronic charts? Not all HOs
10.21 include T&P corrections on their ENC updates; can the Navigating Officer
demonstrate how to check if T&P corrections have been applied?
Comments:
Position Fixing including cross-referencing are carried out as per the methods
10.22
and frequency specified in DPM-02/07.
Comments:
Are ECDIS checks for pre-departure/taking over the watch carried out for
10.23
Conformance and Alignment with input from sensors (e.g. GPS/GNSS, heading,

with?
Ref.
No
speed) and its presentation on the ECDIS display?
Comments:
All Officers are able to demonstrate awareness of correct Geodetic Datum
10.24
Setting (WGS-84) on ECDIS & GPS.
Comments:
Master/Pilot information exchange form content is aligned with use of ECDIS
10.25
for the intended port transit.
Comments:
All Officers are aware of how to quickly switch off the RADAR overlay
10.26
information if required to de-clutter the display.
Comments:
Is there any indication of officer’s over-reliance on ECDIS display of position?
10.27 Is Master randomly monitoring this especially in key navigational areas to
ascertain that visual/radar fixes and parallel indexing is being practiced?
Comments:
Are there clear instructions for maintenance of ECDIS in the PMS and has a
10.28 person been designated? Are records available in PMS, demonstrating ECDIS
maintenance as per manufacturer requirement?
Comments:
11. Documents & Records

Ref.
No
Following posters are displayed on bridge:
• Wheelhouse Poster (Ship’s Manoeuvring Data Sheet)
• Ship’s squat data
• Auto-manual and manual-auto steering changeover procedures
• Emergency steering changeover procedures
• Magnetic compass deviation table
• Radar blind sectors diagrams
• Smoking regulations
• Fire detection & alarm system scheme
11.1 • Fire control plan
• Muster list
• Emergency contact list
• Ship’s particulars list
• Vessel’s call sign and Inmarsat ship station identity at the radio
installation
• Instructions for operating the digital selective calling (DSC) and satellite
communications equipment in an emergency
• International distress signals
• Relevant IMO posters for life-saving and fire-fighting equipment
located on bridge


Ref.
No
• Shipboard working arrangements
• Other posters required by Flag State
Comments:
Deck Procedures Manual and Vessel Emergency Guidance Manual readily
11.2
available for OOW, crew familiarization properly recorded.
Comments:
The Master has written his own standing orders and completing Night Order
11.3
book every day.
Comments:
Deck officers have countersigned the Master’s standing and night orders as
11.4
being read and understood.
Comments:
Gyro and magnetic compass errors determined at least every watch, if possible,
11.5
and recorded.
Comments:
Deck Log, Rough Deck Log and Bell Book fully maintained, in ink, both at sea
11.6 and in port. Sufficient information concerning ship’s position, course, speed etc.
recorded in Deck Log or using approved electronic means to restore ship’s track.
Comments:
All tests of navigational and emergency equipment, drills, inspections, changes
11.7 of time, cargo, ballast and bunker operations, casualties and unusual occurrences
recorded in Log book.
Comments:
11.8 All reports made to VTS are recorded in Log book.
Comments:
All bridge checklists, such as pre-arrival, pre-departure, watch handover and
11.9
pilot-master interchange checklists being completed and filed.
Comments:
11.10 Records maintained of fire rounds being completed after each watch.
Comments:
Echo sounder switched on prior to each port entry and departure, prior to
passing shoal waters, recorder marked with a reference date and time on each
11.11
occasion it is switched on and when passing prominent points. Soundings taken
and recorded in shoal waters.
Comments:
Course recorders kept in operation whenever the vessel is underway or at
11.12 anchor. All appropriate notations made and initialled on the course recorder
chart roll: taking over the watch, important points of passage, etc.
Comments:
Look-out maintained at all times when the vessel is at sea and this is recorded in
11.13
Deck log.
Comments:


Ref.
No
Radar performance verified whenever possible and radar log properly
11.14
maintained.
Comments:
Manual plotting regularly done and recorded for the verification of ARPA
11.15
performance, used radar plotting sheets filed accordingly.
Comments:
Periodical test of communications equipment carried out as required and
11.16
recorded in GMDSS Log. Distress communications recorded in GMDSS Log.
Comments:
PART II – OBSERVATIONS DURING SHIP’S NAVIGATION
12. Coastal and Deep Sea Navigation

Ref.
No
12.1 Is the vessel maintaining a proper lookout at all times?
Comments:
12.2 Is all critical Bridge equipment operational?
Comments:
12.3 Where fitted is the dead-man alarm in use during single person watches?
Comments:
12.4 Is the off-course alarm properly set up and in use?
Comments:
Is the echo sounder being used in accordance with the requirements of the
12.5
Company DPM?
Comments:
Is the course recorder being maintained in accordance with the requirements of
12.6
the Company DPM?
Comments:
Is the OOW complying with the position fixing frequency as laid down in the
12.7
passage plan for this leg of the voyage?
Comments:
Is the OOW complying with the Master’s requirements as per his Standing
12.8
Orders?
Comments:
12.9 Does the OOW call the Master as per their Standing orders?
Comments:
Are the requirements for use of manual steering control as detailed in the
12.10
Company DPM being followed?
Comments:
Is the current bridge manning appropriate for the circumstances, to ensure a
12.11
proper lookout and safe navigation is maintained at all times?
Comments:
Does the OOW have a good level of knowledge of the ARPA, radar and the
12.12
limitations of the radar mapping facility?
Comments:


Ref.
No
If restricted visibility is encountered, does the OOW comply with all
12.13
International (COLREGS) and Company requirements?
Comments:
12.14 Are the Collision Regulations being followed correctly?
Comments:
In a collision or close quarters situation when own ship is the give way vessel, is
12.15 early and substantial action taken that is readily apparent to the stand-on vessel
and is the Company or Masters requirements on minimum CPA complied with?
Comments:
Are the Company requirements regarding not using the VHF or the AIS text
12.16
facility for collision avoidance purposes being complied with?
Comments:
Is the Draft Logbook being maintained in such a way that “the ship’s actual
12.17
track could be reviewed at a later stage”?
Comments:
12.18 Is correct static and current Voyage Data entered into the AIS?
Comments:
Is the radar performance of both radars checked every 4 hours and the results
12.19 compared against manufacturer’s tolerance and recorded on navigation checklist
where applicable?
Comments:
Are blind and shadow sectors diagrams on display adjacent to the radars and
12.20
taken into account by the OOW?
Comments:
Is the incoming OOW ready to take over the watch on time, is all relevant
12.21
information handed over?
Comments:
Is any alteration of course or collision avoidance manoeuvre completed by the
12.22
outgoing OOW before the incoming OOW takes over?
Comments:
12.23 Are positions being transferred correctly from one chart to the other?
Comments:
Are gyro & magnetic compass errors taken in accordance with the requirements
12.24
of the Company DPM?
Comments:
Does the OOW display a high level of awareness regarding the daily operation
12.25
of the vessel?
Comments:
Do all officers engaged in carrying out a navigational watch practice
12.26
astronomical observations, circumstances permitting?
Comments:
12.27 Is safety watch-keeping on the GMDSS being maintained?
Comments:
Does the Officer of the Watch have a good appreciation of the current and
12.28
forecast environmental conditions (weather, visibility, currents etc)?
Comments:
Are Navigation, Navtex and Weather warnings processed and promulgated as
12.29
per the requirements of the Company DPM?
Comments:


Ref.
No
12.30 Are the requirements for Safety Rounds being complied with?
Comments:
Is the Bridge informed on exit/entry to the Engine Room for evening rounds
12.31
during UMS periods?
Comments:

13. Navigation in Restricted Waters and Port Approaches

Ref.
No
Are the arrangements for standby conditions discussed and documented in
13.1 accordance with Company requirements and is the timing of stand-by engines
appropriate for the circumstances (e.g. traffic density, navigational safety, etc)?
Comments:
Are essential systems tests being carried out in accordance with Company
13.2
requirements?
Comments:
Is the current bridge manning appropriate for the circumstances, to ensure a
13.3
proper lookout and safe navigation can be maintained at all times?
Comments:
When the Master takes or relinquishes the con, is this a formal process that is
13.4
recorded in the bridge log book?
Comments:
Are the arrangements for Pilot Boarding correct and in line with Company and
13.5
International Maritime Pilots Association requirements?
Comments:
13.6 Does the Bridge team remain intact during pilot transfers?
Comments:
13.7 Are the requirements for VTS reporting complied with?
Comments:
13.8 Are the Collision Regulations being followed correctly?
Comments:
In a collision or close quarters situation when own ship is the give way vessel, is
13.9 early and substantial action taken that is readily apparent to the stand-on vessel
and is the Company or Masters requirements on minimum CPA complied with?
Comments:
Is the vessel’s position being monitored in accordance with the requirements of
13.10
the Passage plan & Company SMS?
Comments:
Are the Company requirements concerning position fixing methods being
13.11
complied with?
Comments:
Is the bridge team complying with the position fixing frequency as laid down in
13.12
the passage plan for this leg of the voyage?
Comments:
When available are parallel indexes indicated for each course and used as
13.13
appropriate?
Comments:
13.14 Is the vessel maintaining a proper lookout at all times?
Comments:
If the vessel is navigating in a Traffic Separation Scheme (TSS), has this been
13.15
carried out in line with International, Local and Company requirements?
Comments:
If restricted visibility is encountered, does the Bridge Team comply with all
13.16
International (COLREGS) and Company requirements?
Comments:

14. Mooring and Anchoring

Ref.
No
14.1 Are the requirements of the Company Anchoring policy being followed?
Comments:
Prior to anchoring has the Master/ Bridge Team/ Pilot evaluated and
14.2
discussed the essential information?
Comments:
14.3 Is the position and ship’s head noted when the anchor is dropped?
Comments:
14.4 Is the vessels position adequately monitored whilst at anchor?
Comments:
Has the mooring/unmooring operation been fully discussed as part of the
14.5
Master/Pilot information exchange?
Comments:
Are the Deck Officers familiar with the anchoring equipment design
14.6
characteristics and limitations?
Comments:
Are Master’s instructions issued for actions to be taken by OOW in case of
14.7
anchor dragging or at onset of bad weather?
Comments:
14.8 Is there written procedure for emergency departure from the anchorage?
Comments:
Is the Mooring Schedule prepared and include information on designated
14.9 person in charge and minimum numbers of personnel required at each
location?
Comments:
14.10 Is the meteorological monitoring equipment (wind indicator) in Cargo
Control room where applicable in operational condition?
Comments:
Prior to the mooring/unmooring/anchoring operation does the Master fully
14.11 discuss the operation with the responsible officers and make his and the
Pilots requirements clear in respect of?
Comments:
Does the responsible officer conduct a pre-mooring/unmooring toolbox
14.12 talk with the crew members to discuss the masters/pilots requirements and
personal safety matters associated with the forthcoming operation?
Comments:
During the mooring/unmooring operation is the necessary information and
14.13 instructions passed clearly and effectively between the Master/Pilot/Bridge
team and the responsible officers on deck?
Comments:
Are the Risk Assessments for the mooring/unmooring and anchoring
14.14
operations valid and reviewed as appropriate?
Comments:
Are responsible persons familiarized with the ship`s specific mooring
14.15
arrangements and layout?

15. Bridge Team and Resources Management (BTRM)

Ref.
No
Is there an early and effective exchange of information between the Pilot/
15.1 Master/ Bridge Team using the required Company forms and are all members of
the bridge team fully aware of the intended plan?
Comments:
Does the Master actively promote a two-way flow of information, intervention
and questioning of decisions between members of the Bridge Team and himself
15.2
and the junior officers do not have any inhibitions in questioning Master’s
intention?
Comments:
During the pilotage is there evidence that the bridge team is confident enough to
15.3
question the Pilot when appropriate?
Comments:
If the Pilot or Master deviates from the agreed plan, do other members of the
15.4
bridge team intervene and seek clarification and explanation?
Comments:
When junior members of the bridge team intervene and request clarification
15.5 from the Master is this intervention treated with respect, is clarification
provided, and if necessary intended actions modified accordingly?
Comments:
Does the Master exhibit a high degree of situational awareness during
15.6
pilotage/high traffic density situations?
Comments:
Do other members of the Bridge Team exhibit effective situational awareness
15.7
and contribute to the overall “Teams” shared mental model of the situation?
Comments:
During Pilotage and/or stand-by conditions are any distractions removed that
15.8
may affect the bridge team’s situational awareness?
Comments:
During the Pilotage or Stand-by period, if planned goals/targets are not met does
15.9
the bridge team question why and systematically evaluate the situation?
Comments:
Does the Master clearly and effectively communicate his intended actions to
15.10
other bridge team members when he has the con during stand-by conditions?
Comments:
When the Master has the con, does he exhibit the ability to make the right
15.11
decision under pressure and without unnecessary delay?
Comments:
Does the Master make decisions in a calm and considered way, and manage his
15.12
emotions well even when under pressure?
Comments:
Do all Bridge Team members seem to be not operating in a highly stressed or
15.13
pressurised manner?
Comments:
If a conflict arises during pilotage or stand-by conditions, does the Master
15.14
exhibit the correct behaviours to resolve the situation effectively?
Comments:


Ref.
No
Have all bridge team members had sufficient rest periods prior to port
15.15
entry/departure navigation?
Comments:
Does the Bridge Team function effectively? Is bridge team communicating
15.16
effectively and working as one cohesive unit?
Comments:
Does the Master initiate regular debrief sessions to discuss Bridge Team
15.17 performance that includes an open feedback loop on areas for improvement that
include his own performance?
Comments:
Does the Master identify and provide any coaching & mentoring for the junior
15.18
officers as a result of the Bridge Team Management debrief sessions?
Comments:
Does that Master exhibit confidence in the other members of the Bridge Team’s
15.19
ability to carry out their role/tasks?
Comments:
15.20 Are the actions and requests of the Pilot closely monitored during the pilotage?
Comments:
15.21 Is the helmsman closely monitored during the pilotage?
Comments:
Is there a process of reporting of navigation related Near misses and are these
15.22
being recorded and closed out?
Comments:
Behaviour based aspects:
15.23
Are the Officers complacent?
Comments:
15.24 Are developing situations / risks being identified by the Officers a timely
manner?
Comments:
15.25
Are Officers able to prioritise immediate concerns?
Comments:

Section: 6 Annex VI. Managing Director
Approved by:
Chapter: 6 Emergency Checklists Aleksejs Sidorenko
Annex VI
BRIDGE EMERGENCY CHECKLISTS
The following Bridge emergency check lists are enclosed in this Annex:
• Form DPM-06.06.01 Main Engine Failure Rev. 0 Date: 01.04.2018

• Form DPM-06.06.02 Steering Failure Rev. 0 Date: 01.04.2018
• Form DPM-06.06.03 Gyro Failure/Compass Failure Rev. 0 Date: 01.04.2018
• Form DPM-06.06.04 Bridge Control/Telegraph Failure Rev. 0 Date: 01.04.2018
• Form DPM-06.06.05 Imminent Collision/Collision Rev. 0 Date: 01.04.2018
• Form DPM-06.06.06 Stranding or Grounding Rev. 0 Date: 01.04.2018
• Form DPM-06.06.07 Fire Rev. 0 Date: 01.04.2018
• Form DPM-06.06.08 Flooding Rev. 0 Date: 01.04.2018
• Form DPM-06.06.09 Abandoning Ship (Boat/Liferaft Stations) Rev. 0 Date: 01.04.2018
• Form DPM-06.06.10 Man Overboard Rev. 1 Date: 28.04.2020
• Form DPM-06.06.11 Search and Rescue Rev. 0 Date: 01.04.2018
• Form DPM-06.06.12 ECDIS Failure Rev. 0 Date: 01.04.2018
EMERGENCY CHECKLIST
LSC SIA
MAIN ENGINE FAILURE
Vessel: ___________________
Actions to be carried out: Checked Remarks

1 Inform master
2 Take action to manoeuvre ship away from danger
3 Prepare for anchoring if in shallow water
4 Exhibit “Not under command” shapes/ lights
5 Commence sound signaling
6 Broadcast URGENCY message to ships in the vicinity, if appropriate
7 Modify AIS status message to communicate relevant information
8 Inform VTS or port authority if in controlled or similarly monitored waters
9 Preserve VDR records if not automatically protected.
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
STEERING FAILURE
Vessel: ___________________

1 Inform master
2 Take action to manoeuvre ship away from danger
3 Prepare for anchoring if in shallow water
4 Exhibit “Not under command” shapes/ lights
5 Commence sound signalling
6 Broadcast URGENCY message to ships in the vicinity, if appropriate
7 Modify AIS status message to communicate relevant information
8 Inform VTS or port authority if in controlled or similarly monitored waters
9 Inform engine room
10 Engage emergency steering
11 Prepare engines for manoeuvring
12 Take way off the ship
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
GYRO FAILURE / COMPASS FAILURE
Vessel: ___________________

1 Use magnetic compass or any alternative means for heading
2 Inform master
3 Inform the person responsible for gyro maintenance
4 Inform Engine room
5 Consider effect of failure on other navigational aids
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
BRIDGE CONTROL / TELEGRAPH FAILURE
Vessel: ___________________

1 Switch to Engine room control
2 Inform Duty engineer/ Engine room
3 Establish reliable emergency communications with engine room
4 Inform master
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
IMMINENT COLLISION / COLLISION
Vessel: ___________________

1 Sound the general emergency alarm, and carry out a crew muster to check
for missing or injured personnel.
2 Close watertight doors and automatic fire doors.
3 Manoeuvre the ship so as to minimise effects of collision without
endangering other ships.
4 Switch on deck lighting at night.
5 Switch VHF to Channel 16 and, if appropriate, to Channel 13.
6 Muster passengers, if carried, at emergency stations.
7 Make ship’s position available to radio room/ GMDSS station, satellite
terminal and other automatic distress transmitters and update as necessary.
8 Sound bilges and tanks after collision.
9 Check for fire/ damage.
10 Take appropriate damage control measures.
11 Offer assistance to other ship.
12 Inform Coastal State Authorities if appropriate.
14 Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and
imminent danger and immediate assistance is required, otherwise broadcast
an URGENCY message to ships in the vicinity.
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
STRANDING OR GROUNDING
Vessel: ___________________

1 Stop engines.
2 Sound the general emergency alarm, and carry out a crew muster to check
for missing or injured personnel.
3 Consider use of anchor.
4 Close watertight doors, if fitted.
5 Switch to high cooling water intakes.
6 Maintain a VHF watch on Channel 16 and, if appropriate, on Channel 13.
7 Exhibit lights/ shapes and make any appropriate sound signals.
8 Switch on deck lighting at night.
9 Check hull for damage.
10 Sound bilges and tanks.
11 Visually inspect compartments, where possible.
12 Sound around ship.
13 Determine which way deep water lies.
14 Determine the nature of seabed.
15 Obtain information on local currents and tides, particularly details of the rise
and fall of the tide.
16 Consider reducing the draught of the ship.
17 Consider taking on additional ballast to prevent unwanted movement.
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
FIRE
Vessel: ___________________

1 Sound the fire alarm
2 Call master if not already on bridge and notify engine room
3 Muster crew
4 Establish communications
5 Check for missing and injured crew members
6 On locating the fire, notify all on board of that location
7 If an engine room fire, prepare for engine failure and manoeuvre ship away
from danger
8 Assess fire and determine:
The class of fire
Appropriate extinguishing agent
Appropriate method of attack
How to prevent the spread of the fire
The necessary personnel and firefighting methods
9 Close down ventilation fans, skylights and all doors including fire and
watertight doors.
10 Switch on deck lighting at night
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
FLOODING
Vessel: ___________________

1 Sound the general emergency alarm
2 Close watertight doors, if fitted
3 Sound bilges and tanks
4 Identify location of incoming water
5 Cut off all electrical power running through the area
6 Shore up area to stem water flow
7 Check bilge pump for operation
8 Check auxiliary pumps for back-up operation, as required
terminal and other automatic distress transmitters and update as necessary
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
ABANDONING SHIP (BOAT/LIFERAFT STATIONS)
Vessel: ___________________

1 Broadcast DISTRESS ALERT and MESSAGE on the authority of the
master
2 Instruct crew members to put on lifejackets and wear adequate and warm
clothing
4 Instruct crew members to put on immersion suits, if carried, if water
temperature is below 16°C
5 Order crew members to lifeboat stations
6 Prepare to launch lifeboats/ liferafts
7 Ensure that lifeboat sea painters are attached to the ship
8 Embark all crew in the lifeboats/ liferafts and launch
9 Ensure lifeboats/ liferafts remain in safe proximity to the ship and in contact
with each other
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
MAN OVERBOARD
Vessel: ___________________
Actions to be carried out when person has fallen overboard: Checked Remarks
1 Release lifebuoy with light and smoke signal from the bridge wing on the
side the person has fallen overboard
2 Take immediate avoiding action so as not to run over the man overboard –
turn rudder on the side the crew member has fallen overboard
3 Activate GPS and ECDIS man overboard markers
4 Sound three prolonged blasts of the ship’s whistle and repeat as necessary
5 Post a look-out with binoculars and instructions to maintain a continuous
watch on the man overboard
6 Note ship’s position, wind speed and direction, and time
7 Engage hand steering when helmsman available
8 Commence Single turn or Williamson turn as a recovery manoeuvre
9 Inform master, if not already on the bridge
10 Inform engine room and place engines on stand-by
11 Stop engines as soon as possible
12 Broadcast DISTRESS (MAYDAY) message to ships in the vicinity
13 In daylight hoist signal flag “Oscar”
14 Muster rescue boat’s crew, master and boatswain, and jointly assess launch/
recovery risks
15 Prepare rescue boat for launching
16 Consider alternative means of MOB recovery if launch/ recovery of rescue
boat considered to be of excessive risk.
17 Distribute portable VHF/UHF radios for communication
18 Rig pilot ladder/ nets to assist in the recovery
19 Preserve VDR records if not automatically protected
20 Assume role of On Scene Co-ordinator
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
SEARCH AND RESCUE
Vessel: ___________________

1 Take bearings of distress message if radio direction finder fitted
2 Re-transmit distress message
3 Maintain continuous listening watch on all distress frequencies
5 Consult IAMSAR manual
6 Establish communication with all other surface units and SAR aircraft
involved in the SAR operation
7 Plot position, courses and speeds of other assisting units
8 Monitor X-band radar for locating survival craft transponder (SART) signal
using 6 or 12 nautical mile range scales
9 Post extra look-outs for sighting flares and other pyrotechnic signals
Signed by Master:

EMERGENCY CHECKLIST
LSC SIA
ECDIS FAILURE
Vessel: ___________________

1. ECDIS Input Sensor Failure
1.1 Inform master
1.2 Identify the failed sensory input to ECDIS
1.3 Engage hand steering
1.4 Inform Engine Room
1.5 Assess engine readiness requirements
1.6 Perform Risk Assessment
1.7 Increase Steaming Watch to Level II
1.8 Master to ascertain amendment to vessels Passage Plan
1.9 Ascertain the closest navigational danger and time available
1.10 Notify Company according Emergency Notification procedure VEGM-02/03
1.11 Determine if the failed sensory input affects any other electronic navigational
systems
1.12 Determine possibility to repair/rectify the sensory input
1.13 In case of Position input failure
a Change Primary position sensor to second GPS, if not in auto mode.
Ensure that second GPS is working correctly
b Increase frequency of manual position fixing by all available means
c If second GPS is not available/working operate ECDIS in DR mode
1.14 In case of Heading input failure
a Manual changeover to second gyro, if available and if not in auto
changeover mode
b Observe magnetic compass heading, manually enter the heading into the
ECDIS or use magnetic compass autopilot (TMC) if applicable
c Switch ECDIS to “Head Up” mode
d Verify magnetic compass error
1.15 In case of Speed input failure
a Change speed source to any alternative available source (e.g. GPS,
manual, etc.)
2. ECDIS Failure (Both Software or Hardware Failures)
2.1 Repeat steps 1.1-1.10
2.2 For Software Failure
a Rebooting failed unit
b Contact the manufacture for remote trouble shooting and assistance. Re-
installation of ECDIS software, if practicable
c Disconnect LAN connection between the ECDIS units in order to prevent
transfer of software issues to the other unit
2.3 For Hardware Failure
a Identify failed hardware component
b Contact the manufacture for remote trouble shooting and assistance.
Replace the failed component, if spares are available
3. Failure of both ECDIS stations
3.1 Repeat steps 1.1-1.10
3.2 Master to consider stopping the vessel and drifting or seek for safe anchorage,
if appropriate
3.3 Request Company for assistance with delivery of paper charts for convenient
port to carry out repairs on ECDIS units.
Signed by Master:
Section: 6 Annex VII. Managing Director
Approved by:
Chapter: 7 Bridge/ Deck Check Lists and Forms Aleksejs Sidorenko
Annex VII
BRIDGE/ DECK CHECKLISTS AND FORMS
The following Bridge/ Deck check lists and forms are enclosed in this Annex:
Form No Heading Rev. No Issue date

DPM-02.02.01 Passage Plan 1 03.06.2020
DPM-02.02.02 Passage Planning Checklist 3 28.06.2021
DPM-02.04.01 Changing Over the Watch 3 28.06.2021
DPM-02.05.01 Navigation, Deep Sea 0 01.04.2018
DPM-02.05.02 Navigation, Coastal Waters/ TSS 0 01.04.2018
DPM-02.05.03 Pilotage 0 01.04.2018
DPM-02.05.04 Pilot Card 3 11.03.2021
DPM-02.05.05 Master/ Pilot Information Exchange 1 30.05.2019
DPM-02.05.06 Anchor Watch 0 01.04.2018
DPM-02.05.07 Restricted Visibility 0 01.04.2018
DPM-02.05.08 Navigation in Heavy Weather or in Tropical Storms 1 13.09.2021
DPM-02.06.02 Daily Checks and Tests 1 03.06.2020
DPM-05.09.01 Navigating in Ice 0 01.04.2018
DPM-06.03.01 UKC and ADC Form 2 05.10.2020
DPM-06.03.02 Over the Tide Discharging Checklist 0 01.04.2018
LSC SIA
Passage Plan From: To: Vessel:
Cargo Type: Cargo Qty: Ballast Qty: Ship's drafts:FWD|AFT: m (SW)
Plan prepared by: (Navigation Officer) (Signature) Date:
Name of the Active ECDIS Route: Plan checked by: (Master) (Signature) Date:
Acquainted: (OOW1) (Signature) Date:
User Maps in use: Acquainted: (OOW2) (Signature) Date:
Acquainted: (OOW3) (Signature) Date:
ECDIS Parameters
Current/
Depth Safety Shallow Position Fixing/
Waypoint Distance and Time to Go PI Wheel Over Position Tidal
Chart No / Area
ME Depth Contour Verification Stream

UKC (m) (m)
Course
Order Remarks/ Hazards/

Req-ed Safety Safety Reference Contingencies/
No Lat. & Long. Next WPT Total Contour (m) Frame (m) Mark
Bearing Set
Master's Instructions
UKC
Reference Freq.
XTD Port Method
Mark (min)
Deep (m)
Actual Time Passed Speed Distance Time Distance Time ES Alarm XTD Stbd
CIR (nm) Range (nm) Rate
Contour (m)
(m)
□GPS
□Visual
□Radar
□Celestial
□GPS
□Visual
□Radar
□Celestial
□GPS
□Visual
□Radar
□Celestial
□GPS
□Visual
□Radar
□Celestial

LSC SIA PASSAGE PLANNING CHECKLIST
Vessel: _______________________ Master’s Name: ___________________ Voyage No: ____________
From: ________________________To: ______________________ Expected Departure Date:___________
1. Passage Appraisal
In preparing the Passage Plan the following publications were consulted:

 Sailing Directions/ Pilot Books  Tide Tables  IMO Ships’ Routing
 Notices to Mariners  Tidal Stream Atlas  Ocean Passage Guide
 Light Lists  Radio Navigational Aids  Port Entry Guide
 Other:___________________  Other:___________________  Other:___________________
Above publications and were each corrected through Notice to Mariners number______________________
Publication(s): __________________________ were not corrected. Reason: ________________________
Radio/ electronic broadcasts consulted:
 NAVTEX  NAVAREA  Local navigational warnings
 Weather radio  Weather facsimile  Other __________________
2. Risk Assessment
The following voyage conditions have been considered:

Departure/ arrival draughts,
  Tidal Data  Expected traffic
UKC/ ADC
 Expected weather  Special MARPOL areas, SECA  Security/ Piracy areas
 Manning levels  Available navigational equipment  Over reliance on ECDIS
Deck Officers familiarization

  Congested waters  Other: ______________
with ECDIS units
Navigating across safety ECDIS reliability, computer
   Other: ______________
contours (use of LDL’s) viruses and other infections
 All required marine environmental protection measures are taken into account.
 Areas where marine environmental protection considerations apply noted in the passage plan.
 All hazards on the entire passage were highlighted on voyage ENC charts.
 Company & international rules & restrictions on use of EGCS considered (if applicable).
The Chief Engineer has been consulted regarding the following:

Pre-departure Tests/
  Inoperable/Malfunctioning Systems  Stability Considerations
Inspections
On-going Maintenance
  Bunker/Water Considerations  Other: _____________
Items
The following standard emergency procedures have been reviewed:
 Fire  Man Overboard  Search & rescue
 Collision  ECDIS failure  Engine Failure
 Grounding  Gyro/Compass failure  Electrical Failure
Bridge Control/Telegraph
 Steering Failure   Pollution Incident
failure
 Medical Evacuation  Other: _____________  Other: _____________

3. ECDIS and Charts Information
2.1 General Information:
Latest ECDIS update: _________ Latest AIO update: _________

(if applicable)
Track lines were checked based on date-dependent view by: _______________ (Master’s signature)
All charts for entire voyage are available & permits are valid during all expected voyage length? YES/ NO
All numbers of Temporary and Preliminary (T&P) Notices affecting the voyage ENC charts: ______________
______________________________________________________________________________________
______________________________________________________________________________________
All numbers of Radio Navigational Warnings (RNW) affecting the voyage ENC charts:
NAVAREA Warnings: ____________________________________________________________________
______________________________________________________________________________________
NAVTEX Warnings: ______________________________________________________________________
______________________________________________________________________________________
Other Warnings: ________________________________________________________________________
Corrections of voyage ENC charts for T&P notices and RNW verified by: _______________
(Master’s signature)
2.2 ECDIS Voyage Parameters:
Ship's draught: FWD: _________m, AFT: _________m, MIDDLE (including sagging): ________m FW/SW
Shallow Contour: ________m Safety Depth from: ________m to: ________m
Deep Contour: _______m Max Height: _______m
4. Passage Details Checklist

Check Remarks
Display of All Other additional layers switched on and used during planning process
Channel width set to a minimum of 2NM at open sea (if possible)
SCAMIN function switched off during planning process
User Charts and notes created and/ or updated for the voyage as a minimum for the following items:
▪ Echo sounder on/ off positions
▪ Sailing direction references
▪ Point of no return (abort positions) for narrow passages and contingency
anchorages
▪ Information regarding environment protection
▪ No-go areas (using channel limits and user danger areas/ lines in user chart)
▪ Conspicuous targets for position fixing and cross-checking reference
▪ Parallel indexing
▪ Crossing and high-density traffic areas, areas with high speed vessels
▪ Relevant NAVTEX warnings and T&Ps entered using manual updates and notes
▪ Security related information (security level changes, hardening, guards, etc.)
▪ Methods and frequency of position fixing / verification
▪ Clearing lines and bearings
▪ Heading marks and leading lines
▪ Significant tides and/ or currents
▪ ECDIS safety parameters/ changes in settings
▪ Safe speed and necessary speed alterations, changes in machinery status
▪ Minimum UKC and ADC
▪ Mandatory VTS and Pilot reporting points
▪ Points of each course alterations with wheel over bearing(s) and distance(s)
from fixed objects (WOP)
Sections 1,2,3,4 completed by Navigational Officer: ________ Verified and signed by Master:_________

5. Passage Plan Pre-voyage Review
Each leg on the passage plan has been reviewed automatically, visually and manually using the largest scale
ENC at the compilation scale.
Passage Plan was prepared and reviewed by:

Navigational Officer: _________________ (name) _____________ (signature) ________ (date)
Passage Plan was independently checked by:
Chief Officer: _________________ (name) _____________ (signature) ________ (date)
Passage Plan was reviewed by Master:
Master: _________________ (name) _____________ (signature) ________ (date)
6. Familiarization with Passage Plan
Pre-passage briefing was conducted by simulating the entire passage on ECDIS with the following
Officers and Bridge Team members, all critical stages of the Passage Plan were discussed:
Chief Officer: ________________ (name) ____________ (signature) ________ (date)

2nd Officer: ________________ (name) ____________ (signature) ________ (date)
3rd Officer: ________________ (name) ____________ (signature) ________ (date)
4th Officer: ________________ (name) ____________ (signature) ________ (date)
Chief Engineer: ________________ (name) ____________ (signature) ________ (date)
_________________ ________________ (name) ____________ (signature) ________ (date)
Signed by Master: ____________________ Date/ Time: ________________________
7. Updates and Changes

All updates to ECDIS, AIO, newly received T&P Notices, Radio Navigational Warnings during the passage
should be recorded in this section. Ship’s Master should verify corrections of each relevant voyage ENC chart,
recheck track lines, re-authorize the plan, and familiarize all Deck Officers with the updates and changes.
Date
Master’s
Description of Updates/ Changes (when applied and
Signature
Officers familiarized)
8. Passage Plan Post-voyage Review
Post-passage briefing was conducted with the Bridge Team to review and record experience and knowledge
gained (hazards or useful information discovered) which can be incorporated into future passage plans (such as
areas of high traffic concentrations or the effectiveness of the planned route including the safety corridor, look-
ahead zones or manual layers).
Review Notes: __________________________________________________________________________

_______________________________________________________________________________________
Backup of ECDIS related data created for current voyage (Route track, Layers, etc.).
Signed by Master: ____________________ Date/ Time: ________________________

LSC SIA
BRIDGE CHANGING OVER THE WATCH

CHECKLIST These checks are to be carried out by relieving OOW before taking over the watch
Ship’s Name:
OOW changeover is not permitted during change of ship’s course or any manoeuvre to avoid navigational hazard and should be
postponed until completion of such actions
Section 1. General Checks
No Check/ Comment
I The OOW has been acquainted with the following information:
Master’s Standing Orders, Daily/ Night Orders and any other special
1
instructions
GMDSS Log Book up to date (if any Distress, Urgency, Safety
2
messages received)
3 Procedures for the use of Main Engine(s)
4 Maritime Safety Information (nav. warnings, weather forecasts, etc.)
5 Any special deck work in progress
6 Status of fire zones, water/weather-tight doors
7 The ship security status; associated hardening arrangements in place
II The OOW has been acquainted with the navigational situation:
1 Position, course & speed of the ship
Draught, air draught and UKC (with effect of heel, trim, water density
2
& squat)
3 Ship`s position fixing/ verification method
Passage plan progress & intended track reviewed, the conditions and
4
hazards likely to be encountered during the watch noted
Current traffic conditions and identification of nearby navigational
5
marks and lights
Prevailing / predicted tides, currents, weather and visibility, their
6
effect on course and speed
III The OOW has been acquainted with the status of navigational equipment:
1 AIS (vessel status and voyage details)
Autopilot (settings correspond to prevailing conditions and off-course
2
alarm tested)
3 BNWAS in operation and set up properly
4 Course recorder (clocks synchronized, records verified)
Echosounder in operation, printer switched on if required and
5
accuracy verified against charted depths (result to be recorded)
6 GNSS (GPS, GLONASS)
7 Gyro compass (repeaters synchronized, error determined)
8 Magnetic compass (deviation verified, lighting)
9 Navigation lights, shapes and signals exhibited
10 Radar / ARPA in operation (STW input, PM test result)
11 VDR (in operation)
IV The OOW has been acquainted with the status of communication equipment:
1 VHF, MF, HF on correct channels and frequencies
Inmarsat-C in operation (relevant areas/ stations selected, printers
2
running)
Navtex receiver in operation (relevant stations selected, printers
3
running)
V The OOW has been acquainted with the status of propulsion and steering equipment:
1 Engine room watch (UMS status)
2 Main engine telegraph status
3 Steering gear power unit(s) in operation
Manual steering tested (rudder responding to manual steering from
4 bridge position using each steering gear power unit separately and
together)
The bridge manning is adequate, vision of OOW adjusted and all
VI members of the relieving watch capable of carrying out their
duties

Section 2. ECDIS
No Check/ Comment
Check “Alert queue” for present alarms and indications for correct
1
configuration
Check Alarms/Indications monitored in initial settings are configured
2
correctly
The audible and visual alarms are working correctly and time set in
3
UTC
XTD, Safety Frame and CPA alarms configured correctly
4
in accordance with Master’s orders and Company requirements
ECDIS parameters verified to be in accordance with Passage Plan ☐ ☐ ☐ ☐ ☐ ☐
5 Safety Depth: m m m m m m
Safety Contour: m m m m m m
All sensors chosen/working properly and correct alignment with input

6
from sensors
• GNSS: ☐ ☐ ☐ ☐ ☐ ☐
• Echo Sounder: ☐ ☐ ☐ ☐ ☐ ☐
• Gyro: ☐ ☐ ☐ ☐ ☐ ☐
▪ Speed Log: ☐ ☐ ☐ ☐ ☐ ☐
• AIS: ☐ ☐ ☐ ☐ ☐ ☐
▪ Radars/ ARPA: ☐ ☐ ☐ ☐ ☐ ☐
• Wind: ☐ ☐ ☐ ☐ ☐ ☐
Ensure the correct route, planned notes and user charts are loaded for
7
route monitoring and checked
The chart motion, chart orientation, screen layout, colour palette
8 (Day, Disk, or Night) and additional ENC settings are configured
correctly
The preferred radar selected and Radar/ARPA targets are displayed
9
and configured correctly on ECDIS
10 AIS targets are displayed on ECDIS
Largest/best chart scale and sufficient number of additional layers
11 above Standard Display are in use (Deep Sea, Coastal, Anchoring or
Pilotage).
The primary position fixing system is setup correctly and position
12 verification including cross-referencing, methods and frequency in
accordance with Passage Plan and Company requirements
ECDIS setup replicated on all ECDIS stations. The vessel’s data setup
13
correctly
Additional for Navigating Officer responsible for voyage planning
Passage Plan has been reviewed and updated as required (signed by
14
the Master)
15 If new updates installed, re-check all route for any new dangers
All relevant Navigation warnings / T&P notices (AIO) verified,
16 marked on chart and manually plotted where necessary and made
alarmable
Date:
Time:
Initials:
Position:

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BRIDGE
NAVIGATION, DEEP SEA
CHECKLIST
Ship’s Name:
No. Check Comment
1 Have all charts and nautical publications to be used been
corrected up to date?
Are weather changes monitored and is the barometer regularly
observed?
Are Navarea warning broadcasts being monitored and other
long range weather reports?
Is participation in area reporting systems (e.g. AMVER)
recommended?
Is the ship’s position being fixed at regular intervals?
6 Are celestial navigational techniques being practiced?
7 Are the errors of gyro/magnetic compasses being checked
once a watch?
8 Have preparations been made for landfall?
9 Are all measures have been taken to comply with
environmental requirements and applicable pollution
prevention regulations?
10 Are ECDIS stations setup correctly for navigation in
ocean waters with route displayed?
11 Bridge manning appropriate to maintain a proper look-
out?


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BRIDGE NAVIGATION, COASTAL WATERS/

CHECKLIST TRAFFIC SEPARATION SCHEMES
Ship’s Name:
No. Check Comment
Are appropriate scale nautical charts available and route
1 plotted?
Are ECDIS terminals setup correctly for navigation in coastal
2 waters with route displayed?
Is Bridge manning appropriate to maintain a proper
3
Look-out?
4 Is helmsman available at immediate notice?
Is more than one steering gear power unit in use as
5
appropriate?
6 Are vessel reporting requirements understood and followed?
7 Are vessel routeing requirements understood and followed?
Is the ship’s position being fixed regularly and cross referenced
8
at appropriate intervals?
Are local/coastal warning broadcasts being monitored and
9
plotted as appropriate?
10 Are effects of weather and currents for the area understood?
Is weather closely monitored, particularly in areas prone to
11
poor visibility?
Is proximity of shallow water and the effect of squat
12
monitored?
13 Is echo sounder checked and switched on as applicable?
Are the errors of gyro/magnetic compasses being checked
14
regularly?
Is radar performance and radar heading line marker alignment
15
checked?
Is AIS checked for correct ship’s position, speed and other
16
dynamic data?
17 Are ship security procedures understood and followed?
18 Are traffic conditions in the area understood?
Are measures taken to comply with environmental
19
requirements and applicable pollution regulations?

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BRIDGE
PILOTAGE
CHECKLIST
No. Check Comment
Checks to be carried out by OOW before embarkation/ disembarkation of the pilot
Have the following been advised of the ETA/ETD?
1.1 The Master
1
1.2 The engine room
1.3 The pilot station
2 Has it been agreed with pilot necessary boarding arrangements?
3 Has the engine room been advised of the time of “stand-by”?
Has a Deck Officer (not OOW) and Rating been nominated to meet
the pilot and conduct him to/ from the bridge?
(Note: Where embarkation/ disembarkation involves the use of a
4
helicopter, the guidance in the ICS Guide to helicopter/ Ship
Operations on marine pilot transfer, communications and ship
operating procedures should be followed)
Have the pilot embarkation/ disembarkation arrangements been
5
checked by nominated Deck Officer and found ready for use?
Checks to be carried out by OOW after embarkation of the pilot
Has the pilot been informed on the following immediately upon arrival on the bridge?
6.1 Vessel’s present heading and compass error, if any
6.2 Engine revolutions and speed of ship through the water
6.3 Position of the helm
6.4 Position of ship from a prominent navigation mark
6 6.5 Details of close-by traffic
6.6 Draft, trim and depth of water below keel
6.7 Relevant details of the vessel’s handling characteristics
6.8 Any limitations in ship’s operating ability, whatever the cause
6.9 The Pilot is instructed which ship's equipment can be operated by
him without the consent of the OOW or Master
Has the completed Pilot Card been handed to the pilot and has the
7
pilot been referred to the Wheelhouse Poster?
Has the pilot been informed of the location of life-saving appliances
8
provided on ship for his use?
Has the Pilot/ Master information exchange been completed and have details of the passage plan been
discussed with the Pilot and agreed with the Master, including:
9.1 Radio communications and reporting requirements
9.2 Bridge watch and crew stand-by arrangements
9 9.3 Deployment and use of tugs
9.4 Berthing/ anchoring arrangements
9.5 Expected traffic during transit
9.6 Pilot change-over arrangements, if any
9.7 Fender requirements
Have the responsibilities within the bridge team for the pilotage been
10
defined and are they clearly understood?
Has the language to be used on the bridge between the ship, the pilot
11
and the shore been agreed?
14 Are the correct lights, flags and shapes being displayed?
Are the progress of the ship and the execution of orders being
12
monitored by the Master and OOW?
Are the engine room and ship’s crew being regularly briefed on the
13
progress of the ship during the pilotage?

LSC SIA
BRIDGE
CHECKLIST PILOT CARD
SHIP PARTICULARS
Name: Call Sign:
Displacement: DWT: Year Built:
Length: Beam: Bulbous Bow:
Draught FWD: Draught AFT: Draught Amidships:

Port Anchor: Starboard Anchor:
Freeboard:
Shackles Shackles
Air Draught: 1 shackle = 27.4m / 15 fathoms
MAIN ENGINE
Type:
Max Power: kW Max Power: HP
Loaded Speed Ballast Speed
RPM/Pitch (knots) (knots)
Full Ahead:
Half Ahead:
Slow Ahead:
Dead Slow Ahead:
Dead Slow Astern:
Slow Astern:
Half Astern:
Full Astern: % ahead power
Maximum Number of Time from Full Ahead

Engine Critical RPM:
Consecutive Engine Starts: to Full Astern:
Time Limit Astern:
Min. Engine RPM: Min. Steering Speed:

STEERING
Propeller Arrangement:
Number of propellers: Direction of Turn:
Time form Hard-Over to Hard-Over: Rudder Angle for Neutral Effects:

Thrusters (Positions and Power): Steering Characteristics:
EQUIPMENT CHECKED AND READY FOR USE

Anchors: Cleared Away: YES / NO
Compasses:
Compass Error:
Doppler: YES / NO
Speed Log: Speed: Water / Ground
Axis: Single / Dual
Echo Sounder:
GNSS: Type:
ECDIS: Type:
X-Band Radar: ARPA: YES / NO

S-Band Radar: ARPA: YES / NO
VHF (Including Handheld):

Number of Power
Steering Gear:
Units in Use:
Engine Telegraphs:
Rudder / RPM / ROT
Indicators:
Mooring Winches and Lines:
Navigation Lights:
Whistles:
EQUIPMENT OPERATIONAL DEFECTS
OTHER IMPORTANT DETAILS

Squat Minimum UKC Minimum ADC (Air Draft Clearance)
Full Ahead: _______ ________ ________
Half Ahead: _______ ________ ________
Slow Ahead: _______ ________ ________
Master:_____________________ Pilot:____________________ Date:___________

LSC SIA
MASTER/ PILOT INFORMATION EXCHANGE

Ship’s Name: Port: Date: Time:
Following information, as appropriate, must be exchanged between Master and Pilot after embarkation of
the Pilot and details recorded here below
1. PILOT BOARDING INSTRUCTIONS
ETA at Pilot Station: ____________________ Embarkation Side: ________________________
Pilot ETA at Boarding Station: _____________ Approach Course and Speed: ________________
Requested Boarding Arrangements: _________________________________________________
2. SHIP PARTICULARS
Refer to ship particulars in the Pilot Card
3. ANCHORS (Length and Cable Available)
Refer to ship particulars in the Pilot Card
4. MANOEUVRING DETAILS AT CURRENT CONDITION
Refer to steering information in the Pilot Card
5. MAIN ENGINE DETAILS
Refer to main engine information in the Pilot Card
6. BERTH DETAILS
Intended berth and berthing prospects:
Side alongside (port/ starboard):

Estimated transit time to berth/ pilot station:
Necessary mooring/ anchoring arrangements:
Fender requirements:
Mooring /
unmooring/
anchoring
scheme:
Minimum water depth at the berth: ________ Maximum allowed ship’s draft: _________
7. TUG DETAILS
Number of tugs: Tug rendezvous position:
Tug Arrangement and Bollard Pull

FORWARD MAIN DECK AFT
Location of tug line:
P/S STB/S CENTER P/S STB/S P/S STB/S CENTER
Tug bollard pull (tons):
Ship’s maximum
permissible bollard pull (t):
8. WORKING WITH TUGS
Form No: DPM-02.05.05 Revision No: 1 Issue date: 30.05.2019 Page:1 of 2
Language which will be used by Pilot in communications with tugs:
Method the Pilot will keep informed the Bridge Team on
orders given to tugs if communication language with tugs
is other than English (duplication of orders in English,
using of agreed signals, etc.)
9. LOCAL WEATHER AND SEA CONDITIONS (At Boarding Station and at Berth)
Tidal information (heights/times):
Expected currents:
Forecast weather:
10. PILOTAGE PLAN
Intended track: ______________________________________________________________________

___________________________________________________________________________________
Abort points/emergency plans: _________________________________________________________
Expected traffic during transit: _________________________________________________________
Other navigational hazards: ____________________________________________________________
Pilot change-over/disembarkation arrangements: ___________________________________________
11. ECDIS INFORMATION
ECDIS Type: _______________ Backup procedures in use: _________________________________

Safety parameters settings: Safety depth _______ Safety contour _______ Shallow contour _______
Display orientation: ___________ Display type (Base, Standard or All Others.): _________________
Charts scale in use: ___________ Position verification methods: ____________________________
Any non-standard configuration of ECDIS: ______________________________________________
ENCs: _______________________ ENCs updates applied to the ECDIS: ______________________
Navigational Warning numbers affecting transit: ___________________________________________
Local Warnings held onboard: _________________________________________________________
12. REGULATIONS
VTS Reporting: ____________________________________________________________________
Anchor/ Look-out attendance: _________________________________________________________
Maximum allowable draught: _________________________________________________________
Speed restrictions: __________________________________________________________________
13. OTHER IMPORTANT DETAILS (including Navigation Hazards, Ship Movements, Berthing
Restrictions, Manoeuvring Peculiarities)
Ship’s Master: Pilot:
Form No: DPM-02.05.05 Revision No: 1 Issue date: 30.05.2019 Page:2 of 2

LSC SIA
BRIDGE ANCHOR WATCH

CHECKLIST (These checks are to be carried out during anchor watch)
Ship’s Name:
No. Check Comment
While at anchor, the OOW should:
1 Determine and plot the ship’s position on the appropriate
chart as soon as practicable
2 Check at sufficiently frequent intervals whether the ship
is remaining securely at anchor by taking bearings of
fixed navigation marks or readily identifiable shore
objects
3 Ensure that proper look-out is maintained
4 Monitor swinging pattern of the ship
5 Ensure that inspection rounds of the ship are made
periodically
6 Ensure vessel access control precautions are maintained
in respect of vessel security
7 Observe meteorological and tidal conditions and the state
of the sea
8 Notify the master and undertake all necessary measures if
the ship drags anchor
9 Ensure that the state of readiness of the main engines and
other machinery is in
accordance with the master’s instructions
10 If visibility deteriorates, notify the master
11 Ensure that the ship exhibits the appropriate lights and
shapes and that appropriate sound signals are made in
accordance with all applicable regulations
12 Take measures to protect the environment from pollution
by the ship and comply with applicable pollution
regulations
13 Update AIS information whenever navigational status
changes

LSC SIA
BRIDGE RESTRICTED VISIBILITY

CHECKLIST (These checks are to be carried out before sailing in deteriorating and restricted visibility areas)
Ship’s Name:
No. Check Comment
1 Has the following equipment been brought into operational?
Radar, ARPA or other plotting facilities
Manual steering
VHF
Fog signalling apparatus
Navigation lights
Echo sounder, if in soundings
Weathertight doors, as appropriate?
AIS
2 Have lookout(s) been posted?
3 Have the master and engineroom been informed and
engines ready for immediate manoeuvre?
4 Compliance with COLREGS:
a)Rule 19 – conduct of the vessel in restricted visibility
b)Rule 35 – sound signals in restricted visibility
c)Rule 5 – look-out
d)Rule 6 – safe speed
5 Consider possibility of anchoring the vessel if in doubt and
vessel in suitable depth?

LSC SIA
BRIDGE
NAVIGATING IN HEAVY WEATHER/ TROPICAL STORM AREA
CHECKLIST
Ship’s Name:
Initials/
No Item to Check Tick
Comments
Part I - Before Encountering Heavy Weather
1 Inform the Master of the weather conditions
Select a reasonable ship’s route to avoid navigation in the most heavy
2
weather or keep a safe distance from the storm centre
Inform the engine room/ Watch Engineer of the weather conditions, ensure
3
that ER is manned
4 Main and auxiliary engines are ready for immediate use
5 Sufficient bunkers are on board to ride out the storm
Inform the crew of the need to avoid upper deck areas made dangerous by
6
weather
7 Rig safety lines/ hand ropes where necessary
8 Secure and/or check for proper securing, retighten lashings etc.:
Anchors, anchor chains (stoppers, lashing) and windlass (brakes of the
8.1
windlass extra tightened)
Vulnerable/ exposed deck equipment, such as a ccommodation ladders, life-
8.2
saving appliances (life-rafts, life buoys, etc.)
8.3 All tank hatches and sighting ports
8.4 All loose or movable objects on deck
8.5 Loose or movable objects on the bridge
8.6 Loose or movable objects in the engine room
8.7 Loose or movable objects in the galley
8.8 Loose or movable objects in cabins and accommodation
8.9 Loose or movable objects in the storerooms

9 Close and/or check for proper closing, retighten:
9.1 All weather deck openings (hatches and doors)
9.2 All ports and deadlights
9.3 Any closing devices provided for vent pipes to fuel tanks
9.4 Ventilation as necessary
10 Deck scuppers are open to avoid water accumulation on deck

Check that ballast has been adjusted to reduce free surface effect a n d d ra f t ,
11
trim, and stability conditions are adequate
12 Consider Heavy Weather Ballasting in case of inadequate draft
13 Consider running of two power units for the steering gear
14 Consider enhancement of the Bridge and Engine Room Team
Checks carried out by OOW: Checks carried out by Master:

BRIDGE
NAVIGATING IN HEAVY WEATHER/ TROPICAL STORM AREA
CHECKLIST
Ship’s Name:
No Item to Check Check / Comment
Part II – During Encountering Heavy Weather

These checks must be carried out by the OOW when encountering heavy weather and by the relieving
OOW before taking over the watch in heavy weather conditions
Bridge and Engine Room watch
15 arrangements are adequate to the curren t
heavy weather conditions
Manual steering has been engaged in

16
ample time
Vessel course and speed have been

adjusted as necessary to ease vessel/
17
avoid worst of motion and excessive
shipping of water on deck
The ship has been m anoeuvred to
minimise the risk of broaching, pooping,
18
synchronous rolling or frequent propeller
emergences
Restrictions for crew to enter dangerous

19
upper deck areas are in force
Permanent remote visual monitoring of

20 the most vulnerable/ exposed areas of the
ship has been arranged
Inspections of the most vulnerable/

21 exposed areas of the ship ha ve been
arranged when safe to do so
Weather reports have been regularly

22
monitored
Actual weather conditions have been

23
monitored and recorded
Weather reports have been made to

appropriate authorities, in case of
24
tropical storms and dangers in
accordance with SOLAS
Date:
Time:
Initials:
Position:

LSC SIA
BRIDGE DAILY CHECKS AND TESTS

CHECKLIST (These checks are to be carried out at noon by Navigation Officer)
Ship’s Name:
No Has the following equipment been tested/ checked? Check/ Comment
1 Ship’s clocks synchronized, chronometers checked
2 General emergency alarm signal tested

Bridge telephone communications checked (including with
3
emergency steering position)
Signaling equipment checked (whistle and bridge signaling
4
lamp)
Meteorological instruments checked (barometer,
5
hygrometer)
Other bridge navigational equipment checked (binoculars,
6
sextant)
Date:
Time:
Initials:
Position:

3 emergency steering position)
4 lamp)
5 hygrometer)
6 sextant)
Date:
Time:
Initials:
Position:

3 emergency steering position)
4 lamp)
5 hygrometer)
6 sextant)
Date:
Time:
Initials:
Position:

LSC SIA
BRIDGE NAVIGATING IN ICE

CHECKLIST (These checks are to be carried out before sailing in ice)
Ship’s Name:
No. Check Comment
1 Has the ship winterization checklist been satisfactorily
completed?
2 Have the following been informed of the ice conditions?
The master
The engine room
The crew
3 Have watertight/weathertight doors been shut, as
appropriate?
4 Has ice fighting equipment been prepared?
5 Has speed been adjusted (N.B. momentum varies as the
square of the ship’s speed)?
6 Are the soundings of tanks and bilges being regularly
monitored?
7 Have instructions been issued on the following matters?
Monitoring ice advisory service broadcasts
Transmitting danger messages in accordance with
SOLAS 1974 Chapter V, Regulation 5

LSC SIA
UKC and ADC Calculation Form

Ship's Name
Departure Port Arrival Port

Departure Date Arrival Date
UNDER KEEL CLEARANCE CALCULATION

Arrival Remarks (Guided by local knowledge and experience, it may be necessary for
Departure Departure Sea passage (SBE to 1st Line
Units the master to factor in an additional safety margin to make an appropriate
allowance)
Berth (SBE to FAOP) (FAOP to SBE) Ashore) Arrival Berth
0 Maximum Transit Speed Knots Full safe speed through the water / At berth - expected speed of current
Deepest Static Draft (SW) incl effects of Hog /
1 Metres Salt Water draft
Sag., T
2 Correction for List, Z0 Metres
Including list experienced during manoeuvering
3 Anticipated maximum squat, Z1 Metres Basis speed mentioned above or speed of the current expected at the berth
4 Wave action, Z2 Metres
5 Icing, Z3 Metres Ambient temperature __________°C
6 The effect of Density, Z4 Metres (+ or -)
Maximum Dynamic Draft, TMAX

Metres (Auto calculation)
(1+2+3+4+5+6)
Position of Minimum Charted Depth Lat & Long or Description of location
7 Charted Depth, Hc Metres (Minimum depth)
8 Predicted Height of Tide, hT Metres (+ or -)
1 (-) The nature and stability of the seabed - i.e. Sand waves, siltation, pipelines,
9 Underwater obstruction , hO Metres
obstructions etc. The vessel's size and handling characteristics.
(-) Negative tidal surge, Changes in the predicted tidal height, caused by wind
10 Weather impact1, hw speed and direction and high or low barometric pressure
Anticipated Depth, HA (7+8+9+10) Metres (Auto calculation only for metres)
UKC = Under Keel Clearance (HA-TMAX) Metres (Auto calculations only for metres)
Minimum UKC requirements Metres (See Company procedure DPM -06/03)
Ship's compliance Yes / No (Auto rate)
ECDIS ZOC Category (The accuracy of the hydrographic A1, A2, B or C. For CATZOC D and U: 1) when sailing outside port limits -
data. Applicable only when depths are obtained from ECDIS unless Code apply Category C; 2) when sailing within port limits or inland waterways -
sailing in swept/dregged areas) request confirmation on navigable water depths from Port Authorities.
CATZOC + Safety Margin Metres (Auto calculation)
Ship's compliance Yes / No (Auto rate)
UNDER KEEL CLEARANCE COMPLIANCE SAFE/ UNSAFE (Auto rate)

If based on a tidal window specify times and date for safe DATE If speed (squat effect) and draft could not be decreased for safe passage
transit hrs-hrs indicate tidal window.
AIR DRAFT CLEARANCE CALCULATION

Remarks (Guided by local knowledge and experience, it may be necessary for
Obstruction 1 Obstruction 2 Obstruction 3 Obstruction 4 Obstruction 5 Units the master to factor in an additional safety margin to make an appropriate
allowance)
Data obtained from Nav. Chart / from Local Authotities. The accuracy of the
Chartered Obstruction vertical clearance, hBC Meters
hydrographic data to be considered.
Vertical datum tide, VDT Meters Dinamyc parameter must be entered manually
Actual Height of Tide, hT Meters Predicted actual tidal height
Ship's draft, FWD, Tf Meters Dinamyc parameter must be entered manually
Ship's draft, MID, Tm Meters (Auto calculation)
Ship's draft, AFT, Ta Meters The vessel's size and handling characteristic
Distance Keel to Masthead, hV Meters Static ship parameters must be entered manually
Length Between Perpendiculars, LBP Meters Static ship parameters must be entered manually
Distance from Aft Perpendiculars to Mast, Dtm Meters Static ship parameters must be entered manually
Calculated static draft, Tcalc Meters At Masthead area
Air Draft, m, hA Meters (Auto calculation)
Actual obstruction clearance, hBC Meters (Auto calculation)
Anticipated ADC Meters (Auto calculation)
Minimum required ADC 3,00 Meters
AIR DRAFT CLEARANCE COMPLIANCE SAFE SAFE/ UNSAFE (Auto rate)
Remarks:
1/ For US waters, Under Keel Clearance Ref. Regulations 33 CFR 157.455 must be read and thoroughly understood prior to completing this form.
2/ For calculations of UKC during passage of straits, fiords and other restricted waters use additional UKC form.
3/ This form must cover Berth to Berth passage plan and completed for each passage plan separately.
4/ This form is to be reviewed with the Pilot during the Master/Pilot information exchange
5/ ADC to be calculated during passage of straits, fiords and other restricted waters with overhead obstructions
Navigational Officer: Master:
Pilot at port of departure: Pilot at port of arrival:

LSC SIA Over the Tide Discharge Checklist
Part I PLANNING (This Part should be completed by Master and confirmed by Terminal and Agent)
ITEM Guidance for Calculation Data
Q
GENERAL PRE-ARRIVAL DATA (All in Local Times)
01 Ship Name
02 Port/ Terminal name
03 Waiting Area (position off the Terminal where the ship is always safely afloat) Position
Ship ETA to Waiting Are
04 Date/ Time
05 Ship ETD from Waiting Area to reach the Terminal safely Date/ Time
06 Distance from the Waiting Area to the Terminal Miles
07 Vessel expected average speed from the Waiting Area to the Terminal Knots
08 Ship ETA to the Terminal Date/ Time
09 Planned berthing to the Terminal Date/ Time
10 Time required for discharge preparations (sampling, testing, ullaging etc.) Hrs
11 Planned start discharge time Q09 + Q10 Date/ Time
WATER DEPTH & CARGO TO DISCHARGE DATA
12 Terminal water depth at datum Metres
13 Height of tide at start discharge time Metres
14 Terminal water depth at start discharge time Q12 + Q13 Metres
15 Planned arrival draft Metres
16 Under Keel Clearance (UKC) at start discharge time Q14 - Q15 Metres
17 Next Low Water (LW) tide height Metres
18 Terminal water depth at next LW Q12 + Q17 Metres
19 Required minimum static UKC Metres
20 Target draft to maintain UKC at all times Q18 - Q19 Metres
21 Draft reduction required to reach the target draft Q15 – Q20 Cm
22 Ships tons per centimetre immersion (TPC) for ship’s arrival deadweight Tonnes
23 Minimum cargo to discharge to reach target draft Q21 x Q22 Tonnes
OPERATIONAL WINDOW AND DISCHARGE FEASIBILITY
24 Time of next Low Water Hrs : Min
25 Time before the Low Water the ship must reach the target draft (safety margin)? Hrs
26 Latest time to achieve target draft Q24 – Q25 Hrs : Min
27 Available discharge window Q26 – Q11 Hrs
28 Planned discharge rate for 1st hour based on terminal and ship capabilities Tons/ Hr
29 Planned normal discharge rate based on terminal and ship capabilities Tons/ Hr
30 Time required to reach the target draft 1 HR + (Q23 – Q28) / Q29 Hours
31 Anticipated time to reach target draft Q11 + Q30 Hrs : Min
32 Confirmed that pumping over the tide is safe and feasible Q31 ≤ Q26 Yes No
CONTINGENCY PLANNING
A berth or anchorage (Safe Area) nearby the Terminal where the vessel will remain
33 Position
safely afloat at all times has been identified and is available for use
34 Distance from the Terminal to the Safe Area Miles
35 Time required to unmoor the ship from the Terminal Hours
36 Time required to reach the Safe Area from the Terminal Hours
Time when the vessel will reach required minimum static UKC, if no discharge
37 Hrs : Min
occurs (when the height of tide, depth at Terminal = Q15 + Q19)
38 Time for vessel to leave the berth if no discharge has occurred Q37 – Q35 – Q36 Hrs : Min
CONFIRMATIONS
Ship confirms ability to meet the requirements of this plan to discharge over the tide, to promptly Signed by Master:
commence discharge on terminal advice and to implement the contingency measures as required.

ITEM Guidance for Calculation Data
Q
GENERAL PRE-ARRIVAL DATA (All in Local Times)
The terminal confirms ability to meet the requirements of this discharge plan to pump over the tide Signed for Terminal:
and to implement the contingency measures as required.
Ship’s port Agent acknowledges this information and confirms that pilots have been advised Signed by Agent:
accordingly.
Part II EXECUTION AND MONITORING

(This Part should be completed by the Chief Officer during over the tide operation and checked by the Master as
appropriate)
ADDITIONAL SAFETY MEASURES IMPLEMENTED AFTER MOORING Yes No Remarks

Water depths at Terminal confirmed by hand lead soundings after mooring
Vessel’s engines remain on standby until draft reached to achieve required minimum
allowed UKC at the chart datum depth without further discharge of cargo
Pilot remains on board until low water has passed
Assist tugs on standby during pumping over the tide activities
Q MONITORING OF CRITICAL STAGES/ ITEMS Planned Actual

05 Departure from Waiting Area to reach the Terminal safely Date/ Time
09 Berthing to the Terminal Date/ Time
11 Start discharge time Date/ Time
28 Discharge rate for 1st hour Tons/ Hr
29 Normal discharge rate Tons/ Hr
26 Time target draft achieved Hrs : Min
38 Time for vessel to leave the berth if no discharge has occurred Hrs : Min
UKC MONITORING FROM ARRIVAL AT THE TERMINAL UNTIL THE LOW WATER
This section to be used to enter actual data during the discharge to monitor progress to ensure target UKC is maintained
Calculated Tide/ Depth Data Actual Draft/ UKC Monitoring
Time Berth Water
Date Tide Height Draft UKC
(Hourly Intervals) Depth
Completed by: /Chief Officer/ Date/ Time completed:

Ship’s Master: Date/ Time:

Section: 6 Annex VIII Managing Director
Chapter: 8 Mooring Operations Audits
Annex VIII
MOORING OPERATIONS AUDITS
1. General
To ensure that high mooring operations standards are maintained the Company vessels are subjected to a
minimum of one annual live mooring operations audit conducted during mooring operations by the Marine
Superintendent.
The audit is conducted in the scope of the Mooring Operations Audit Check List (form DPM-06.08.01). The
auditor specifically should observe behaviour and should look at:
• Operational practices and compliance with industry guidelines and Company procedures.
• Skills and proficiency levels of the personnel.
• Leadership and effectiveness of the team during all stages of the operations.
• The opportunity to promote robust practices and good seamanship.
• Identifying additional training needs, whether individual, vessel or fleet wide.
• Supervision of Junior Officers and training of cadets.
The audit is followed by the report in SMR module of the SMIS. All findings should be recorded in SMIS
and processed accordingly. Identified corrective and preventive actions should be assigned, verified and
closed out in a specified time period.
2. Appendix
• Form DPM-06.08.01 Mooring Operations Audit Check List Rev. 1 Date: 18.09.2019
LSC SIA
MOORING OPERATIONS AUDIT CHECK LIST
Ship: _________________________________ Ship’s Location (Sea/ Port): _________________
Date: ________________________________ Master: __________________________________
Chief Officer: _________________________ 2nd Officer: ______________________________
3rd Officer: ___________________________ Junior Deck Officer: _______________________
Audit commenced: _________________________ Audit completed: __________________________
The following mooring operations of the ship were witnessed:
1/ _________________________________________________________________________________
2/ _________________________________________________________________________________
Audit conducted by: ____________________________________
Date:_____________________

LSC SIA Mooring Operations Audit Check List
PART I GENERAL
1. Mooring Equipment
Are the following procedures being followed?

Ref.
Question Yes No N/A
No
Is all mooring equipment in good order and winch/windlass/rollers greasing
1.1
routines are followed?
Comments:
1.2 Are the brake bands in good condition?
Comments:
Is there adequate illumination provided; no dark areas or shadow sectors were
1.3
identified?
Comments:
Are heaving lines ‘’fists’’ not containing added weight and meeting COSWP
1.4
requirements?
Comments:
Do all mooring ropes and where fitted, mooring wire tails, meet OCIMF
1.5
guidelines?
Comments:
If one or more bow stoppers are fitted is a certificate attesting to the safe
1.6
working load provided?
Comments:
If mooring tails are fitted to wires, do they have proper connecting links and are
1.7
they correctly fitted?
Comments:
1.8 Are mooring winches, including winch foundations in good order?
Comments:
1.9 Do brake linings, drums and pins appear to be in good order?
Comments:
1.10 Are mooring wires, ropes and synthetic tails in good order?
Comments:
Are pedestal fairleads, roller fairleads and other rollers well-greased and free to
1.11
turn and are bitts and chocks free of grooving?
Comments:
1.12 Is mooring equipment marked with its SWL?
Comments:
2. Mooring Documentation
Are the following mooring procedures implemented?

Ref.
Question Yes No N/A
No
Operational practices and compliance with company procedures and industry
2.1
guidance (including PPE matrix requirements)?
Comments:
2.2 Is the Mooring System Management Plan available on board?
Comments:
Are Emergency Towing Booklets available on board and placed on forecastle,
2.3
Bridge and CCR?

Are the following mooring procedures implemented?

Ref.
Question Yes No N/A
No
Comments:
Is Line Management Plan is available on board and retirement management
2.4
implemented on board?
Comments:
2.5 Are certificates available for all mooring lines and wires?
Comments:
3. Mooring Procedures
Is the following mooring equipment fitted and operative?

Ref.
Question Yes No N/A
No
Verify the condition of mooring ropes against monthly reporting sheet from the
3.1
vessel. Correct storage place/procedure to be checked.
Comments:
3.2 Anti-slip surfaces on all mooring stations are sufficient and in good order?
Comments:
Is Notice of Snap Back zones permanently marked considering entire mooring
3.3
area as an area of elevated risk, particularly from Snap Back Zone?
Comments:
Are the winches/windlasses drums are clearly marked with ‘’pay out’’ direction,
3.4
Rendering Load and date of test?
Comments:
After reviewing of the mooring patterns on board any hazards were identified,
3.5
including those associated with mooring lines?
Comments:
Ship specific Mooring operations Risk Assessment periodic review is carried out
3.6
and filed on board?
Comments:
Are there records of the inspection and maintenance of mooring ropes, wires and
3.7
equipment?
Comments:
Is there a policy in place for the testing of winch brakes and are the results
3.8
recorded?
Comments:
3.9 Are moorings satisfactorily deployed and tended?
Comments:
3.10 Are mooring lines secured to bitts and turned up correctly?
Comments:
Are all powered mooring lines correctly reeled on drums, secured on brakes and
3.11
winches out of gear.
Comments:
On split drum winches are all the lines made fast with no more than one layer on
3.12
each tension side of the drum?
Comments:
Are all mooring lines stowed neatly to minimize tripping hazards and are
3.13
mooring areas clear and unobstructed?
Comments:

Is the following mooring equipment fitted and operative?

Ref.
Question Yes No N/A
No
If mooring winches in a gas hazardous area are electrically powered, are motors
3.14
Ex ‘d’ rated and have insulation tests carried out and results recorded.
Comments:
Are windlasses, anchors, locking bars and cables in good order and operating
3.15
effectively?
Comments:
Except whilst alongside, when locking bars should be in place, were the anchors
3.16
cleared and ready for immediate use during port entry?
Comments:
3.17 Are bitter end securing arrangements unobstructed and outside the chain locker?
Comments:
3.18 Are the chain locker doors securely battened down?
Comments:
Are emergency towing arrangements readily available for deployment at both
3.19
ends of the vessel?
Comments:
PART II – OBSERVATIONS DURING SHIP’S MOORING OPERATIONS

4. Mooring and Anchoring

Ref.
No
4.1 Are the requirements of the Company Anchoring policy being followed?
Comments:
Prior to anchoring has the Master/ Bridge Team/ Pilot evaluated and
4.2
discussed the essential information?
Comments:
4.3 Is the position and ship’s head noted when the anchor is dropped?
Comments:
4.4 Is the vessels position adequately monitored whilst at anchor?
Comments:
Has the mooring/unmooring operation been fully discussed as part of the
4.5
Master/Pilot information exchange?
Comments:
Are the Deck Officers familiar with the anchoring equipment design
4.6
characteristics and limitations?
Comments:
Are Master’s instructions issued for actions to be taken by OOW in case of
4.7
anchor dragging or at onset of bad weather?
Comments:
4.8 Is there written procedure for emergency departure from the anchorage?
Comments:
Is the Mooring Schedule prepared and include information on designated
4.9 person in charge and minimum numbers of personnel required at each
location?
Comments:


Ref.
No
4.10 Is the meteorological monitoring equipment (wind indicator) in Cargo
Control room where applicable in operational condition?
Comments:
Prior to the mooring/unmooring/anchoring operation does the Master fully
4.11 discuss the operation with the responsible officers and make his and the
Pilots requirements clear in respect of?
Comments:
Does the responsible officer conduct a pre-mooring/unmooring toolbox
4.12 talk with the crew members to discuss the masters/pilots requirements and
personal safety matters associated with the forthcoming operation?
Comments:
During the mooring/unmooring operation is the necessary information and
4.13 instructions passed clearly and effectively between the Master/Pilot/Bridge
team and the responsible officers on deck?
Comments:
Are the Risk Assessments for the mooring/unmooring and anchoring
4.14
operations valid and reviewed as appropriate?
Comments:
Are responsible persons familiarized with the ship`s specific mooring
4.15
arrangements and layout?
Comments:
4.16 Any communicational issues between the parties involved in operations?
Comments:

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DECK

5. Navigation with Pilot

Section 3. Radio Watch and Communications

3.2 Ship - Shore Communications

Section 4. Port Procedures

Section 5. Marine Operations

11. Deteriorating Weather

6.4 Annex IV Company Standing Orders for Deck Officers

Relevant checklists contained in DPM must be used whenever appropriate.

4. Safety and Protection of Environment

7. Fitness for Duty

9.2 “Go” Situation

As an example, the following criteria must be met:

9.3 “No go” Situation

10. Ship’s Time

1.2 Bridge Manning

Minimum Composition of Bridge Watch and ER Status

Bridge Number of Watchkeepers

1.3 Bridge Team Functions/ Tasks

1.3.3 Collision Avoidance

1.4 Assignment of Functions/ Tasks

Standard Assignment of Bridge Functions for Steaming Watch I

Standard Assignment of Bridge Functions for Steaming Watch II

Standard Assignment of Bridge Functions for Steaming Watch III

Bridge Licensed Deck Licensed Deck Licensed Deck

1.5 Master on the Bridge

The Master shall attend the bridge at all times when:

1.6 Control of the Bridge

1.7 Communication Language

2. Team Concept of Bridge Operation

3. Bridge Resource Management

3.2 Individual Qualifications and Fitness

3.3 Assigning Duties

3.4 Prioritising Tasks

The need for constantly re-appraising priority must be realised.

3.5 Task Reassignment

3.7.2 Use of Mobile Phones

3.7.3 Access to Bridge

4.2 Passage Planning Principles

4.2.1 Passage Appraisal

4.2.2 Passage Plan

Such elements should include, but not be limited to:

4.2.3 Passage Execution

4.2.4 Passage Monitoring

4.3 Deviation from the Passage Plan

4.4 Electronic Aids of Route Planning

At least following records must be kept:

5.2 Handwritten Records

5.3 Electronic and Mechanical Records

With regard to electronic or mechanical records it is important that

5.4 Retention of Records

5.5 Access to Records

6.2 Deck Logbook

vessel at sea and in port.

6.3 Bridge Bellbook

The following items are to be recorded in the bridge bellbook:

6.4 Rough Logbook

Rough logbook shall comply with following minimum requirements:

7. Master’s Orders and Instructions

Calling the Master

Closest point of approach (CPA) and bow crossing range (BCR)

Conditions for “deteriorating visibility” and “restricted visibility”

Standing Orders should stress that: