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Tanker Operational Manual

NSB Niederelbe B. Navigational Manual 8 13
Schiffahrtsgesellschaft, Validity:
Buxtehude Document: 2014-08-87
Release: : No. 8
5. Voyage planning 2018-01-04

The vessel’s progress along the pre-planned track must be continuously and closely monitored. The officer of the
watch, whenever in doubt as to the position of the vessel or the manner in which the passage is proceeding should
firstly take appropriate action for the safety of the vessel and inform the Master immediately.

The performance of the navigational equipment should be checked prior to sailing, prior to entering restricted or
hazardous waters and at regular and frequent intervals at other times throughout the passage.

Full use must be made of all navigational equipment with which the vessel is fitted for position monitoring taking into
account the following points:-

· Positions obtained by electronic positioning systems must be checked regularly by visual bearings and
transits whenever available.
· Visual fixes should, if possible, be based on at least three position lines.
· Transit marks, clearing bearings and clearing ranges (radar) can be of great assistance.
· It is dangerous to rely solely on the output of a single position fixing system and for this reason, at least two position
fixing methods shall be used at all times when the vessel is underway.
· The echo sounder provides a valuable check of depth at the plotted position
· Buoys should not be used for position fixing but may be used for guidance when shore marks are difficult to
distinguish visually, in these circumstances their positions should first be checked by other means.
· The functioning and correct reading of the instruments used should be checked
· Account must be taken of any system errors and the predicted accuracy of positions displayed by
electronic position fixing systems.
· The frequency at which the position is to be fixed should be determined for each section of the passage.

On every occasion when the vessel’s position is plotted on the chart, the estimated position at a convenient interval of
time in advance should be projected and plotted.

With ECDIS care should be taken that the display shows sufficient “look ahead”

5.5 Under Keel Clearance and Squat

5.5 Under Keel Clearance

NSB Niederelbe Schiffahrtsgesellschaft mbH & Co. KG requires a minimum UKC to be maintained as follows:
10% of the deepest draft when the vessel is alongside the berth;
15% of the deepest draft when navigating under pilotage and in confined waters;
20 % of the deepest draft on SBM/CBM condition
40% of the deepest draft for ocean passage.

Where there is doubt that the minimum UKC cannot be maintained during any part of a voyage the master is required
to immediately contact their Marine Superintendent, cc to the Fleet Manager and DPA before proceeding.

There may occasionally be an operational requirement to enter an area where the company minimum UKC cannot be
maintained. In such circumstances it is important not only to discuss the matter with the company but also to have
documentary evidence to show that the UKC has been calculated and that the vessel’s passage over each area of
reduced UKC has been carefully planned.

Where there is concern about a risk of grounding whilst alongside the master must vacate the berth.

Areas which provide less than the required minimum UKC shall be considered as no-go areas.

5.5.2 Calculation of Under Keel Clearance

UKC must be calculated for each area of the passage where there is doubt that the company UKC requirements
cannot be met.
UKC calculations must not be limited solely to one for the departure port and one for the arrival port. Calculations may
have to be made for more than one part of the route between ports and also for more than part of the passage into or
out of port. On voyages where the vessel remains in deep water throughout no such calculations will be required.

There are several factors which may affect UKC. These include: