Fleet Management Navigational Orientation Course Manual

Fleet Management Training Institute Rev No : 01
Date : 12-Apr-2021
Course Manual Prep by: Course Incharge
Navigational Orientation Training Approved by : Principal
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NAVIGATIONAL ORIENTATION TRAINING
Duration: 2 days
Validity period of Certificate: 3 YEARS // After that ‘NAVREF’ (online training on TOLAS, valid for 1 yr.)
Fleet Management Training Institute Course Co-ordinator: Capt. Anand Patil

Fleet Management Training Institute, L & Tel: 30997282
T Seawoods Grand Central, 10th Floor,
F- Wing, Tower – II, Plot R-1, Sector -40,
Nerul, Navi Mumbai, India 400 706
Tel: 91 22 30997280 Fax: 91 226794 7290,

e-mail: fmti@fleetship.com
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TABLE OF CONTENTS
1. INTRODUCTION ........................................................................................................04
2. DUTIES OF NAVIGATIONAL OFFICER ………………………………………………….…………………06
3. PASSAGE PLANNING – Regulations & Company policies.………………………………………10
4. PASSAGE PLANING ELEMENTS .….………………………………………....................................16
5. Voyage Appraisal and Planning on ECDIS................................................................. 23
6. Grounding Prevention on ECDIS Passage Planning........................................... ………..25
7. Common Deficiencies in Passage Plan...................................................................... 34
8. Navigation Across the Safety Contour ……………………………………………………………….…36
9. COMPANY’S NAVIGATION POLICIES……………………………………………………………………...39
10. NAVIGATION AUDIT FINDINGS …………………………………………………………………………..…55
11. ECDIS AUDIT FINDINGS …….…………….………………………………………………………………….…59
12. CASE STUDY NO.1: ECDIS OWN SHIP POSITION ERROR.…………………………………………64
13. CASE STUDY NO.2: COLLISION AT NARROW BEND…………………………………………………68
14. CASE STUDY NO.3: Allision with jetty & contact with a vessel moored at berth …...71
15. URL TO YOUTUBE VIDEO LINKS – ……………………………..…………………………………………..75
16. MAKING THE MOST OF THE PREDICTOR – ………..……..…………………………………………..76
17. Searching for the balance between Visual and Instrument Navigation…………………..82
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Time Table - Day 1

Time Subject Duration
0930 - 0950 Passage Planning 20 min
0950 - 1040 Case Studies 50 min
1040 - 1100 Elements of Planning 20 min
1100 - 1115 Tea Break 15 min
1115 - 1225 Passage Planning – checklist 70 min

1225-1300 Common Deficiencies in passage planning 35 min
1300 - 1400 Lunch Break 60 min
1400-1530 90 min
Navigational Case Studies
1530 - 1545 Tea Break 15 min
1545 - 1730 Case studies and Collision Regulations 105 min

Total Hours 8.0 Hours
Time Table - Day 2
Time Subject Duration

0930 - 1015 ECDIS Audit findings 45 min
1015 - 1100 Nav Audit findings 45 min
1100 - 1115 Tea Break 15 min
1115 - 1300 Company’s Navigation Policy (Including Navigational 105 min

Checklists)
1300 - 1400 Lunch Break 60 min
1400-1500 Company's Navigation Policy 60 min

1500-1530 Case Studies 30 min
1530 - 1545 Tea Break 15 min
1545 - 1645 Company's Navigation Policy (contd.) and Digital Publications 60 min
1645 - 1730 Debriefing and assessment 45 min
Total Hours 8.0 Hours
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1. INTRODUCTION
*Course Framework*
a) Scope
This program is intended to:
1. Provide all junior deck officers - Second Officers and Third Officers- 12 hours of classroom training in
Fleet’s Navigational policies / Enhanced Navigation Training as it pertains to navigation, bridge team
management and job responsibilities prior to the deck officer assuming any duties aboard a Fleet
vessel.
2. This classroom training shall review Fleet’s QHSE Manual Section 5 (Navigation) relevant to deck
officers including:
• General training on the Fleet’s navigation standards (and this training will be supplemented with
type-specific training on electronic navigation).
• Principles of voyage planning.
• Company specific requirements for Passage planning.
• Navigational case studies.
• COLREGS and their practical application.
• Navigational Audit findings.
• ECDIS related findings during internal and external audits.
• Navigation Safety Campaign- master pilot relationship.
The non-delegable nature of the responsibility of deck officers for safe navigation should be emphasized in
this training.
b) Learning Objective
• A trainee upon successful completion of the program should be familiar with Company’s Navigational
policies as stated in QHSE Manual Section 5 (Navigation) as it pertains to bridge team management,
navigation, voyage planning, the Master-Pilot exchange, principles of communication and his job
responsibilities.
• He should be able to appreciate how correct usage of various navigational equipment enhances the safety
of navigation.
• He should be made aware of the common navigational deficiencies observed on vessels and actions
required to avoid them on his vessel.
c) Entry Standards (Criteria)

This program is open to and intended for all junior deck officers joining ships where Fleet Management Limited
is the Manager listed in the Documents of Compliance.
d) Duration of Course
2 days (16 hours)
Attendance requirement 100%
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e) Evaluation methods/Pass marks/Re-test
Written test / 90 % /If failed
f) Validity
3 Years,
After that → ‘NAVREF’ (online training on TOLAS, valid for 1 yr.)
Bridge watchkeeping is the most critical activity conducted at sea. Upon the
watchkeeper's diligence rests the safety and security of the ship, her entire
crew, the cargo, and the environment.
It is a demanding activity, requires support, encouragement, motivation, self-
discipline and a high standard of professionalism. Ships master must ensure
that all watchkeepers understand the use of safety related equipment, prior
to them keeping a watch.
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2. DUTIES OF NAVIGATIONAL OFFICER

It is essential while navigating ships, the officer of the watch understands practical procedures to
avoid collision guided by masters standing orders. These procedures are only indicative, not
exhaustive, and must always be guided by practices of good seamanship.
1. The watch (OOW) officer shall comply with masters' standing orders (including any
supplementary instructions) to carry out the navigational watch. He must always bear in mind
that he is the Master's representative and has primary responsibility at all times for the safe
navigation of the ship and for fully complying with the latest COLREGS
It is essential to keep a
proper lookout by all means
2. The OOW shall read the Master's instructions written in the Master's Order Book carefully and
affix his signature before taking over the navigational watch.
3. The OOW shall perform his bridge watch duties, and shall not leave the Bridge unless
adequately relieved by the Master or another qualified officer.
4. The OOW shall not transfer his duty if he doubts whether the relieving officer is physically and
mentally capable of carrying out his duties effectively. Instead, he shall advise the Master.
5. The OOW shall call the Master immediately, if he is in any doubt regarding navigation, or if
the vessel falls into any of the situations specified in the "Master’s standing orders."
6. The relieving officer shall take over the watch after he has confirmed all items in the
"Navigational Watch Transfer Checklist"
7. The OOW shall maintain a strict and constant lookout primarily by Sight, and use Binoculars,
day and night.
8. The OOW shall observe the compass bearing of all approaching targets to determine if the risk
of collision exists.
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9. When an OOW is to be relieved who engaged in a maneuver or a VHF conversation, relief

should be deferred until such action is completed.
10. The OOW shall pass other vessels, obstacles, fishing nets, and the like, keeping wide berth as
far as practical. Required CPAs (Closest Point of Approach) are as follows.
o Passing other ships at a safe distance as per the prevailing circumstance
o Overtaking a ship at a safe distance as per the prevailing circumstance
o Crossing the course of a ship at a safe distance as per the prevailing circumstances
o Avoid Obstacles and fishing nets
11. The OOW shall be well aware of the use of the Main Engine in an emergency so that he may
use the Main Engine without hesitation as required.
12. The OOW shall use sound signals, such as Warning signals, Maneuvering signals, and Fog
signals, without hesitation even at night.
13. The OOW shall take necessary measures when visibility becomes poor according to
the "Procedures for Navigation under Restricted Visibility Conditions" ....
14. The OOW shall take necessary measures when the vessel navigates congested waters
specified in the "Procedures for Navigating in High-Density Traffic (Congested) Waters." ....
15. In waters where the danger to navigation exists in addition to the above items 13 and 14, the
OOW shall post a Helmsman enough in advance, and change to Manual Steering when
necessary.
16. The OOW shall always confirm proper steering by the Helmsman or Automatic pilot.
17. The OOW shall confirm the vessel position regularly. If the position is made by an electronic
navigation system, he shall verify the same by land fix, if available. If a scheduled time for
plotting a fix or altering course has arrived, the OOW should first ensure that lookout or an
evasive maneuver is not compromised.
18. The OOW shall compare the indication of the Gyro compass with that of Magnetic compasses
on setting or alteration of course and after that, check once every hour at least. The OOW
shall measure Errors of the Gyro and Magnetic compasses at every watch and log the same,
including the reason for the inability to check error.
19. The OOW shall check the repeaters of the Gyro compass (including output to RADAR/ARPA,
ECDIS, Course recorder, AIS, etc.) to confirm if they are synchronized with the master
compass.
20. The OOW shall observe the operational conditions of the Nautical Instruments and Steering
gear.
21. The OOW shall regularly confirm RPM of the main engine and presence/absence of alarm
generation. If any abnormality is discovered, it shall be reported to the Engineer on Duty or
the Chief Engineer.
22. The Echo sounder recorder should be switched on before each approach to shallow water, to
port entry and before departure, and remain in operation while in shallow waters. As a
guideline, the OOW shall use the Echo-sounder frequently to measure the depth when less
than 50 meters and continuously where expected UKC is less than 5 meters. He shall compare
the UKC with figures calculated from chart depths and advise any abnormality.
23. The OOW shall confirm Navigation Lights and other Regulation Lights, Shape signals, and
Whistles are operating correctly.
24. The OOW shall confirm carrying out onboard patrol.
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25. In addition to the above, the OOW shall comply with the items that require attention for the
safety of navigation and prevention of environmental pollution.
26. For detailed guidance for Navigational duties, reference shall be made to the publications
"Bridge Procedures Guide" and "Bridge Team Management."
27. All instruments' recording paper must be annotated before port arrival /departure and at
noon daily, and confirmation done of correct synchronization. Navigational warnings and
weather messages must be read and signed by the OOW and brought to the Master's notice.
28. During pilotage, the OOW shall continue monitoring the vessel's position and keep a lookout
like no Pilot is on board and advise Master of any abnormality.
29. The OOW shall enter in the Bell book, the time of Handing over the "con" of the vessel to
Master and the time of taking over "con" from him.
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3. PASSAGE PLANNING – Regulations & Company policies

Regulatory Requirements
SOLAS Chapter V, Regulation 34 requires:
Prior to proceeding to sea, the master shall ensure that the intended Voyage has been planned using the
appropriate nautical charts and nautical publications for the area concerned, taking into account the
guidelines and recommendations developed by the Organization.
STWC 2010 - CODE A - CHAPTER 8 - PART 2 - VOYAGE PLANNING:
The intended voyage shall be planned in advance, taking into consideration all pertinent information, and any
course laid down shall be checked before the voyage commences.
The “guidelines and recommendations developed by the Organization” are contained in IMO Resolution
A.893(21) – GUIDELINES FOR VOYAGE PLANNING, which states that:
3) Planning
3.1) On the basis of the fullest possible appraisal, a detailed voyage or passage plan should be prepared which
should cover the entire voyage or passage from berth to berth, including those areas where the services of a
pilot will be used. …”
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LET US NOW LOOK AT THE COMPANY’S POLICY WITH RESPECT TO PASSAGE PLANNING
QHSE MANUAL SECTION 5: Navigational Safety
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4. PASSAGE PLANING ELEMENTS
SAFETY CRITERIA TO BE CONSIDERED DURING PLANNING

 Route should be plotted well clear of all dangers
 Charts / ENC Updated and should be of Largest or Appropriate Scale
 Minimum UKC throughout the passage , making allowance as necessary for tidal influences
 The ability to maintain a safe speed at all times
 Alteration of course positions, taking into account the maneuvering characteristics of the
vessel;
 Methods of Position Verifications on ECDIS
 Route check carried out after all safety parameters feed in ECDIS eg. Shallow contour/safety
contour/safety Depth / look Ahead sectors / XTL.
 The use of appropriate routeing systems;
 Environmental restrictions, if any; and
 Identification of contingency plans to take account of abort points, anchorages, pilot
embarkation positions, etc.
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PLANNING - SELECTION OF ENC OF APPROPRIATE SCALE
Publications to be referred
 Notice To Mariners
 Cumulative list of notice to mariners ( NP 234 )
 Annual Notice to Mariners - NP 247 (1) and (2)
 Admiralty Sailing Directions and Pilot Books
 NP 136 – Ocean Passage of the World
 NP 5011 – Chart Symbols and Abbreviations
 Routeing Charts
 Admiralty List of Lights and Fog Signals ( ALLFS )
 Admiralty List of Radio Signals ( ALRS )
 Admiralty Tide Tables ( ATT )
 Tidal stream atlases and Co-Tidal Charts
 IMO Ship’s Routeing Guide
 NP100 – Mariners Hand book
 Nautical Almanac
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Additionally few publications which are to be consulted in appraisal process:
 Guide to Port entry
 Load line charts
 Distance tables
 Radio and Local Warning
 Bridge Procedure guide
 Chart and publication Catalogue ( NP 131 )
 NP 133 C ECDIS Maintenance Log ( Version 02 / 2017
 NP 231 Guide to the Practical Use of ECDIS Edition 02/2016
 NP 232 Guide to ECDIS Implementation , policies and procedures Edition 03/2019
 NP 5012 Guide to ENC Symbol Used in ECDIS Edition 02/2015
POSITION VERIFICATION
 The term ‘Position fixing’ applies only to paper charts, since on ECDIS, the position is
automatically ‘fixed’ by GNSS and available continuously in real time position verification must
be carried out periodically to verify that GPS / GNSS positions shown on ECDIS are accurate.
The following position verification intervals are recommended:
 Open/Deep Sea: While the vessel is in the open sea, the accuracy of the ship’s position shown
on ECDIS should be checked at least once every watch.
 Coastal Passage/Approaching, Anchoring and Berthing /Unberthing: In these circumstances,
ship’s position on the ECDIS is compared with other means at least every half hour
Position verification methods include,
 Visual observations, Radar observations, Parallel Index, Radar Overlay / ENC Underlay ,
Dilution of Precision (DOP) checking , Signal or Carrier to Noise Ratio (SNR or CNR).
 HDOP levels on GPS shall be monitored once every watch and same to be recorded in deck
logbook.
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REPORTING POINTS
▪ VTS reporting
 Marking of sectors
 VHF channel
 Port control calling/reporting points marking from ALRS
 Pilot calling/giving ETA, required VHF CH from ALRS
 Any reporting in TSS
M/E NOTICES AND CALL MASTER POINTS

 EOSP / SBE
 2 hrs,1hr & standby posn marking
 Call master posn marking before maneuvering
 Log down in bell/log book
ABORT POINT
It is the position where the ship enters waters so narrow that there is no room to turn or where it is not
possible to retrace the track due to a falling tide and insufficient UKC.
 The OOW should notify the master when the vessel approaches the abort point.
 It should be marked after the pilot boarding ground. If this is not possible, the pilot should be
contacted well in advance and asked to board the vessel at the alternate location.
 The office should be informed at the earliest if any difficulty is faced with the pilot boarding.
 The vessel will not cross the Abort point unless Master-Pilot Exchange is completed.
The position of the abort point will vary with the prevailing circumstances such as:
▪ Location of the pilot boarding ground
▪ The navigable width and depth of water
▪ Speed of the vessel
▪ Turning circle
▪ Direction of tidal stream / currents
 As the abort point is critical to the passage, it is imperative that this is properly identified, marked
and amended as required.
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CONTINGENCY PLANNING
Contingency Planning shall be done in advance which may include:
 Alternative routes / ports of refuge
 Safe anchorages
 Waiting areas,
 Emergency berth etc., after passing the Abort Point.
 Action to be taken in case of various contingencies / emergencies such as tug failure, fire, main
engine/steering failure etc.
PILOT EMBARKING AND DISEMBARKING

 Pilot embarking & disembarking should be done at designated position as marked on the Chart.
 If pilot unable to board at Designated position then Risk Assessment must be done and office approval
sought
 Time for master pilot info exchange
 Not crossing abort point until MPX is completed.
MONITORING TECHNIQUES
 Fixing Methods and Frequency
 Soundings
 Cross track error
 Collision Regulations
 Time Management
 Look Out
 Communications
UNDER KEEL CLEARANCE (UKC)

 UKC through out the voyage, shall be kept as per QHSE Section 5
 Calculation as per (Passage plan) form in S-5.13F Section 14 B / 14 C / 14 D
 The Company’s UKC policy must be displayed on the Bridge for ready reference.
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APPROVAL & REVIEW OF PASSAGE PLAN

▪ The Master should ensure that a plan for the intended voyage is prepared before sailing. The Passage Plan
must be prepared berth to berth for each intended passage including shifting within a port using the
company’s format: S-5.13F.
▪ Reviewed by master with all Nav officers as per section 15 of S-5.13F and approved by master.
▪ A meeting must be held including all bridge team members and Chief Engineer to discuss and understand
the passage plan and also to be held prior arrival pilot station,(if long sea passage > 7 days or even less
depending on the criticality of the passage)
▪ When shifting between berths in a port or between terminals or ports in a river or waterway, only relevant
sections of the Passage plan need to be filled.
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5. Voyage Appraisal and Planning on ECDIS

▪ Check that the presentation library installed in ECDIS is edition 4.0.
▪ Confirm that CHART 1 can be viewed and that the new objects in the new edition,
including date-dependent objects can be seen.
▪ Vessel must have the largest appropriate scale of ENC charts for the proposed
voyage. If not, obtain permits as required.
▪ Check that the ENCs for arrival / departure port and other congested transit waters
( Like Singapore Straits, English Channel etc.) are of the appropriate scale ie. 6
(Berthing Scale) or 5 (Harbour Scale) for Port and at least 4 (Approach Scale) for
transit waters
▪ Check if ENC permits are valid for the duration of voyage. Contact ENC distributor if
validity needs to be extended.
▪ Check that latest weekly updates, including AIO updates where applicable, have
been applied to ENCs.
▪ Plot all T&P notices affecting the route on Voyage ENCs using Manual chart update
feature
▪ Plot all relevant Maritime Safety Information, from sources like Navtex, EGC, Radio
warnings etc, on Voyage ENCs using Manual chart update feature
▪ Inspect the chart legend / pick report of all Voyage ENCs for information about
CATZOC and datum used for depths.
▪ If CATZOC is below A1, ensure that planning takes this into account; also, if datum is
based on MSL, ensure that tidal data that may be based on LAT is used correctly.
▪ Check and confirm that initial settings of ECDIS including but not limited to ship
properties, antenna positions, forwarding distances, maximum speed, ROT limits
etc. are correct. Set default values like Speed, XTE limits, Radius of turn, WPT arrival
radius, Recommended ROT, Course change
▪ Inspect each individual leg for appropriateness of Leg speed, ROT / Radius of turn,
XTE, Safety Margin etc.
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▪ Recommended shallow contour / Safety contour / safety Depth / Safety Height

should be set on the ECDIS as per the calculations sheet in the passage plan (These
values may be changed at Master’s discretion).
▪ Look Ahead and XTL values set as per recommendations of BPM
▪ Select appropriate criteria (if applicable) for Safety Check and / or Limit & TCS
Check.
▪ Route Check is to be performed with all layers on / largest scale ENCs.
▪ Check if manufacturer suggested test and maintenance has been carried out on
schedule.
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6. Grounding Prevention on ECDIS Passage Planning
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7. Common Deficiencies in Passage Plan
 Correction fluid had been used to correct errors on checklists & Passage plan S-5.13F
 Many Checklist were signed by appropriate officers including the Master but none of the
boxes had been ticked, and in some, data was not entered in the blanks provided
 Various Checklist not signed by the Master.
 The taking over/ Handing over of the Con by the Master is not recorded in the bell book.
 Positions not being entered in deck log book regularly every watch.
 Encounters with restricted visibility not being logged.
 EGC Navigational Warnings for the sea area the ship had recently navigated were not filed or
made available on board for consideration in passage planning and navigation.
 The areas where the use of both steering motors is required not marked on the chart.
 The areas where the echo sounder is required to be turned on not marked on the chart.
 Various markings not marked on charts as per requirement in BPM/ Passage plan.
 Abort Point was incorrectly marked well before the pilot boarding area. The ship was making
about 7 knots when passing this position and the Pilot was not yet in view. No warning/alert
arose among the bridge Team.
 Passing of buoys in buoyed channels not recorded in the Bell Book.
 Speed reduction not carried out when in congested waters.
 No evidence of the use of Parallel Indexing while transiting a narrow channel.
 During coasting, transiting channels or at Anchor in Ports - Vessel’s position is NOT recorded
in the GPS log.
 Parallel indexing planned for excessively large and inappropriate RADAR range scale.
 Items were missed during the Master/Pilot exchange e.g. traffic density expected during
transit.
 During Departure port, the Master Pilot exchange did not fully involve the deck officer’s
presence.
 Bridge watch levels not maintained as per BPM. when disembarking outbound Dock Pilot,
Master used 2/Off on the bridge to escort Pilot to deck and disembark.
 AIS Not updated from anchorage to berth and when moored at berth.
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 ECDIS Contour settings incorrectly set.
 Radar settings incorrect.
 Position fixing interval as stated in the passage plan not being complied with.
 Post voyage de brief (Section 17 of the passage plan) not being complied with.
 Non adherence to the passage plan.
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8. Navigation Across the Safety Contour

• Vessels are sometimes required to cross the safety contour because the ENC may not have a
safety contour of the exact value entered into the ECDIS and the ECDIS will select a safety
contour that has a value closest to but higher than the value entered by the operator.
• Once the safety contour is crossed, there will be no more alarms generated to warn
navigators of the vessel approaching shallow waters, unless ‘No Go areas’ have been correctly
set up.
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In order to ensure that anti-grounding alarms continue to be generated after the vessel has crossed
the safety contour, one or more of the following procedures may be employed
➢ Construct a warning line (alarm enabled user feature) to create a safety contour equivalent to
the safety depth.
➢ The warning line should be set as an alarmed feature
➢ Run the route check facility to confirm that the feature will alarm
➢ Make appropriate Mariner’s notes on the ECDIS where the vessel may proceed past a certain
location only within a certain ‘tidal window’.
➢ Where the vessel must remain in waters deeper than a certain depth contour, after crossing
the original safety contour, consider changing the safety contour value to make it equal to the
new depth contour, so that the alarm will sound if the vessel approaches that contour and
there will be a colour difference between the new ‘safe’ and ‘unsafe’ waters.
➢ Where safe water settings are to be changed, the ECDIS must be marked to indicate where
the values are to be changed, the new values and where, if necessary, they should be changed
back to the original values. The times when changes are made must be recorded in the deck
log book.
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9. COMPANY’S NAVIGATION POLICIES
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Navigational Risk Assessments will be required for following conditions
1) When calling Critical Ports and areas
2) Any issue with navigation equipment.
3) Expected breach of company UKC policy.
4) Expected breach of company Air draft policy.
5) Inadequate navigational information about a port/berth.
6) Non availability of ENCs .
7) ENC Available is not of Appropriate Large Scale
8) Loss of Mandatory sensors to ECDIS
9) Single / Dual ECDIS Failure
10) Sec 14B / 14 C / 14 D of passage plan has a CATZOC associated UKC Warning
11) Navigational hazards at ports which may include and not be limited to shallow / unreliable
depths, inadequately surveyed sea bed, limited manoeuvring room, extreme weather
conditions, strong currents, inadequately marked channels/ missing nav aids and poor traffic
control.
12) In case of Open/Non-designated and Deep-Water anchorages.
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10. NAVIGATION AUDIT FINDINGS
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11. ECDIS AUDIT FINDINGS

➢ There is an objective evidence that ECDIS markings‐Log book entries were not comply with QHSE
manual section 5 Objective evidence:
2nd officer was not fully versed with; What action is to be taken once the vessel crosses the safety
contour. Knowledge of SCAMIN: how it is displayed and how it can be selected or deselected.
➢ Points where safety depth, look ahead settings, cross track distances are to be changed were not
marked on ENCS and time of changing were not recorded to deck log book.
➢ The last performance check of the ECDIS using the Chart -1 was carried out on 18 Mar 2018. As per
the ship staff the performance check was not required to be carried out.
➢ Bridge team members are interviewed and found not fully versed with navigational equipment and
practices. -
➢ Use of ECDIS and updating charts for EGC navigational warning and NAVTEX Warnings - Position
plotting - Passage planning - ECDIS alarm settings such as safety depth / contour settings.
➢ Bridge Team members were not fully versed with status of T & P notices in ENC Charts.
➢ During audit, it is observed junior officers were not fully versed with safe and effective operation of
ECDIS. Passage plan was not being guided during watchkeeping.
➢ There is objective evidence that no record in deck log book for chances carried out in ECDIS for
critical settings as counter settings, vector settings, CPA, TCPA, alarm settings as per Sec. F.
➢ There is objective evidence that; ENC MAINTANENCE RECORD NP133C IS NOT UPDATED AS
REQUIRED.
➢ Noted that ECDIS failure mock up drills were not being completed as required.
➢ Vessel is not complying with the QHSE section 5 requirement of testing & recording BNWAS & ECDIS
regularly on backup mode.
➢ ECDIS data pertaining to previous voyages (voy logs, user maps & settings etc.) are not being saved
electronically when than on ECDIS.
➢ A quick reference guide not posted prominently adjacent to the ECDIS
➢ Vessel provided two ECDIS, the list of ENC Cell numbers not provided in the passage plan
➢ The officer in charge of passage planning was not familiar with the ECDIS Mandatory alarms and
method of testing these alarms to ensure functionality. Officer on watch was not familiar with the
anchor guard zone value used on Ecdis.
➢
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➢ The chief officer did not posses type specific training for the ECDIS units on board. Other Inspector
Comments: All deck officers had attended ECDIS generic training ( IMO Model Course 1.27). All deck
officers except the chief officer had attended a shore based type specific ECDIS training course.
➢ 2/O was not familiar with the operation of ECDIS. He was not able to play back the ship trace. He
could not to identify the exact navigation information on the ECDIS object with information mark.
➢ The vessel was fitted with three Transas ECDIS. The ECDIS Type and Manufacturer details were not
correctly mentioned on the "Safety Equipment Record of Inspection".
➢ The vessel was provided with two MARIS 900 type ECDIS fitted on board in 2017. The Master and
third officer had type specific training for MARIS ECDIS in 2012 which was not same type of ECDIS
fitted on board.
➢ ECDIS is not updated with T&P notices which are not included in ENC or AIO.
➢ Status of T&P was maintained on board was not available on bridge.
➢ OOW was not aware status of T&P for navigable waters.
➢ T&P notices are filed and kept updated only for paper charts.
➢ AIO Layer was found switched ON while vessel was enroute in monitoring mode from Dar‐Es‐Salaam
to Beira.
➢ ECDIS Markings ‐ log book passage plan were not comply with QHSE Manual Section 5 Objective
Evidence ‐ Points where safety depth or look ahead settings, cross track distances are to be changed
were not marked on ENCS and time of changing were not recorded to deck log book.
➢ Update in ECDIS not being applied in staggered manner Objective evidence‐ During inspection found
that both ECDIS are synchronized and ENC's update applied on both ECDIS same time
➢ Position of vessel not being checked on ECDIS as per position checking internal mentioned in passage
plan.
➢ As required in QHSE sec. 5.15 / 5.2.1.5, ECDIS initial & safety parameter settings are to be posted in
vicinity of ECDIS. No compilation was posted / placed as required.
➢ During the bridge inspection, noted that user charts used on ECDIS showed security level as 3 and
vessel had declared level 1 to Fujairah port.
➢ CPA/TCPA alarm was disabled on ECDIS
➢ Objective evidence:S-5.13F shallow water, safety depth, safety counter, deep contour done correctly
on passage plan, but changing on related legs not marked on ENC for reminding duty officers.
➢ Last Voyage Data of ECDIS Logs, Maps and Settings are not saved on a CD and filed along with the
Passage plan, as required by the Passage Plan form.
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➢ UKC calculations were calculated for the passage from Tarragona to Poli Port, but entries for Shallow,
deep contour and safety depth and Safety contour were entered incorrectly on ECDIS. No marking on
ECDIS at what point, UKC policy for coastal waters was applicable and safety depth settings needs to
be changed.
➢ Electronic charts(ECDIS)is not upto date does not have all charts to intended voyage.
➢ Observed that high density traffic area, crossing traffic area, reduction of speed, safe water mark,
transit bearing etc. not marked on ECDIS chart
➢ Parallel index lines from Dalian to Tianjin not marked on ENC properly Position checking interval &
position checking methods for each leg
➢ Minimum UKC point not marked on ENC
➢ Bridge watch levels were not marked on ECDIS.
➢ No ECDIS failure procedure posted on bridge.
➢ No Go Area, Contingency anchorage was not correct marked on ECDIS while vessel was enroute in
monitoring mode
➢ Point Of No Return not marked on the CCDIS for The present passage
➢ AIO Layer was found switched ON while vessel was enroute in monitoring mode from present
voyage.
➢ Areas where reduction of speed is required were not marked on ENC for last passage plan.
➢ Prominent Radar Conspicuous marks useful to navigation were not highlighted on ECDIS.
➢ Vessel is not in compliance with the requirement regarding applicable marking on ECDIS in the QHSE
Manual
o No parallel index lines when coasting not marked
o Contingency anchorage not marked
o Abort point not marked
o Min. UKC point not marked
o Unlashing anchor point not marked
o Switching on echo sound point not marked
➢ Position checking interval & position checking methods for each log not marked on ECDIS.
➢ On 17 Nov. 2019, no manual plotting on ECDIS from 1200 LT anchor clear to 1515 LT all line made fast
on berth in Quanzhou port.
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➢ Logbook data of each passage plan not exported and saved as csv/excel file.
➢ The vessel did not plot any manual, radar position to cross check the vessel’s GPS position at any time
during the passage
➢ ECDIS guard zone settings were not as per SMS requirements. Vector Length x Width: 6min x 250 m
and sector radius x width: 1nm X 10 degrees while at ocean passage. As per sms setting shall be 23-30
mins, 2.0 nm, 270-360 degrees.
➢ No measures in place to block/lock USB ports on ECDIS.
➢ Ship was using a designated memory stick to upload corrections/updates to the ECDIS. However,
when checking the contents of such memory stick,0020there were some Excel files, not related to
ECDIS.
➢ POOR SETUP OF LOOK AHEAD / MONITORING ALARMSI
➢ NO EVIDENCE OF SPOT CHECKS OF ENC DONE AFTER WEEKLY UPDATES OF ECDIS
➢ NOT FAMILIAR WITH ENC CONDITIONAL SYMBOLS, CONTOUR SETTINGS
➢ ALARM ENABLED / WARNING AREAS NOT USED TO MARK OUT NO GO AREAS
➢ POOR LEG RELEVANCY - X TRACK LIMITS INAPPROPRIATE
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12. CASE STUDY NO.1
▪ The following presentation deals with an actual case study where ECDIS own ship position
was in error.
▪ Objective of this presentation is train OOW how to identify the error and to understand
the related critical risk!
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BRIEF SUMMARY OF EVENTS:

1) Vessel was with pilot on board approaching sulphur berth
2) During berthing process pilot realized the position as displayed on ECDIS, as per own ship shape was not
accurate.
3) Also, position as compared in LAT/ LONG as displayed on GPS and on ECDIS Menu, was off by a cable.
4) Once vessel was safely berthed (with ECDIS showing vessel at wrong position / berth) Pilot raised a
deficiency report on Navigation.
‘ Observation Assessed as High Risk : GPS Position on ECDIS Offset by 180 -200Mtrs ’
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------END OF CASE STUDY NO.1 : THANK YOU------
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13. CASE STUDY N0.2

Collision at narrow bend
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WHAT WENT WRONG ?
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------- END OF CASE STUDY NO.2 – THANK YOU ----------
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14. CASE STUDY NO.3

Allision with jetty & contact with a vessel moored at berth
BRIEF SUMMARY OF AN INCIDENT

th
 06 April 2020
 13:24 LT: Pilot on board.
 14:00 LT: Master pilot information exchange completed. Although Pilot Signed a checklist he did not
share pilotage plan with the Master for PSN new berth.
 14:33 LT : Tug made fast stbd bow and stbd quarter.
 14:34 LT: Vessel Transited the Break water with a speed of 9.4 knots
 14:37 LT: Vessel commenced turning to stbd with helm Stbd 20 @ speed of 9.3 knots at this moment
distance to a jetty ahead was 0.7NM & distance to designated berth was 1.3 NM
 14:39 LT: Main Engines Stopped. Helm was at Stbd 20, distance to a jetty ahead was 0.5NM &
distance to designated berth was 1 NM
 14:40 LT: This undesired situation set off panic within the Pilot and he subsequently gave multiple
contradictory helm and engine orders (with the intention to increase speed to have a better helm
response)
 14:42 LT: Vessel completed turn to starboard with a final speed of 5.2 knots at a same time wind
picked up to BF‐4 . at this moment wheel was Hard to Stbd, Aft Tug was pulling the stern of a
vessel distance to a jetty ahead was 0.1NM & distance to designated berth was 0.6 NM.
 14:43 LT: As pilot was in panic state, their were contradictory helm and engine orders were given by him. At
this moment aft tug was pulling the stern of a vessel away from vessel laying at berth and at a same time NE
wind was pushing the bow off the jetty consequently stern was being pushed toward jetty. Helm order was
Stbd 20 and vessel (Port bow) distance to a jetty about 185 mts& distance to designated berth was 740 mtrs.
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 14:39 LT: After confirming vessel clearing her stern(port quarter) from vessel laying at berth Pilot ordered
F.Ahd on engine at that moment Helm was Stbd 20, vessel distance to a jetty on port side was decreasing
further and Distance to designated berth was around 550 mtrs.
 14:49 LT: While turning to stbd for avoiding collision with 10000 TEU container vessel which was moored at
PNC berth no. 7, along with a composite unit of a bunker barge, own vessel’s port quarter made hard
contact with the Gantry cranes(No.85) parked on berth PNC No. 8
 14:51 LT: Again immediately Own vessel’s port bridge wing made slight contact with the Gantry Crane(No.
81)
 14:52 LT: Immediately thereafter, own vessel’s port bow made slight contact with the port bulwark of 10000
TEU container vessel.
INDEX
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CAUSE ANALYSIS
 Ineffective master pilot information exchange and Excessive speed while approaching berth
breaching company policy.
 As pilot was reluctant master didn’t asked pilot reason for deviation from existing passage
plan and taking northerly approach from island. Impulsive quick Engine/helm orders by pilot
and ineffective use of tugs.
 An approx. windage area of an own vessel was 9600 m2 and a gust of 8 m/s, resulted in a
wind force of about 35 Tons as against the pulling power of Aft Tug which was 65 Tons.
 Manoeuvring vessel against her characteristics of manoeuvring - Insufficient helm of
starboard 20° by the Pilot to commence the turn, could have resulted in the own vessel
finishing closer to the PNC berths at the end of the turn, due to the advance of the vessel
(which is 1325 m at Half speed with starboard helm of 35° against the space available, 1363
m).
 Due the transverse thrust, when propeller was moving astern, her stern approached closer to
the PNC berths, as a result of water wash creating high pressure on the starboard quarter of
the hull.
 Additionally, bank effect (due to the empty PNC berths) may have contributed in drawing the
stern closer. When a vessel is navigating close to a bank or a restricted passageway, it may
experience a pressure build up between the hull and the obstructing bank due to fast flowing
water between them which is known as “Bank Effect”. Forces caused by the flow of water
between the vessel and the bank may push the bow away and draw the stern towards the
bank (Bank Suction).
 The Pilot and the Master, both erred in their judgement of using the Bow Thruster given the
speed of the vessel (> 5 knots at all times). The Bow Thruster effect during the entire
manoeuvre can be completely negated as it was having no bearing on the manoeuvrings of
the vessel due to own vessel’s excessive speed.
 The Master relied on the Pilot’s local expertise for executing the approach and turn with
intermediate warnings from the Bridge Team on speed but did not assertively counter the
Pilot’s orders.
 Due to the high speed of the manoeuvre, the Pilot failed to realize the “make or break
moment“ during the course of the manoeuvre at which the execution of the manoeuvre
started to deviate from the original plan
 The Bridge Team lacked in their ability to aggressively challenge the Pilot’s actions and his
subsequent orders when they perceived the threat of high speed while turning into the
harbour basin
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CORRECTIVE MEASURES
 IMMEDIATE CORRECTIVE MEASURES
 Once it was apparent that the vessel’s port quarter will contact the jetty and / or
berthed ships, the Master continued to prompt the Pilot to give commands with the
intention to cause least damage and clear the vessel’s stern.
 The Master informed the Company of the incident via phone call and the initial
notification report.
 Photographic evidence of damaged suffered to own vessel and 3 rd party damaged were
collected. CCTV, VDR recording obtained.
 Obtained statement from a pilot.
 LONG TERM CORRECTIVE ACTION
 This incident along with lessons learnt included in the Navigation Alert bulletin and
shared with all vessels.
 Feedback from Masters serving on container vessels on various ports served by these
vessels will be sought for critical manoeuvres.
 The Fleet training regime / program is being further enhanced for stricter Navigational
Screening process in coordination with Marine and Manning Teams.
----------- END OF CASE STUDY NO.3 – THANK YOU ----------
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15. URL TO YOUTUBE VIDEOS
1) https://youtu.be/K-y1otsac5k: Anchor Awareness by GARD, DNV GL, Swedish
Club
2) https://youtu.be/zsxQUzBinLc: Safe Passage in The Singapore Strait – Eastbound
3) https://youtu.be/XnZLZqo4IC8: Master Pilot exchange
4) https://youtu.be/tQ1m6uxyLzY: Bridge watchkeeping
5) https://youtu.be/Edty6ofW5lo: Voyage planning
6) https://youtu.be/yJlRKBcVGGA: Improper use of VHF leads to collision
7) https://youtu.be/gK4qFAIFk74: Poor planning & lacking Master Pilot team work
leads to collision
8) https://youtu.be/24P-ZRejD7U: Ships collision in Gibraltar: Human Error
9) https://youtu.be/f4OyfF1HXRQ: Step by step Voyage planning / Routes Tutorial
on ECDIS / ECS
10) https://youtu.be/b8xVpnvWGsk: All about: Abort Point & Point of No Return |
Passage Plan On ECDIS

11) https://youtu.be/MTVRYLmynus: ARPA Ground & Sea Stabilisation
12) https://youtu.be/HlKFaIaaZWs: Coastal Navigation - The use of position lines to
determine ship's position

13) https://youtu.be/H3rxbr-4G3k: Pivot Point and Transverse Thrust
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16. MAKING THE MOST OF THE PATH PREDICTOR
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INDEX
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17. Searching for the balance between Visual and Instrument

Navigation
(Article taken from NI webinar, by Capt. Ed Verbeek, FNI )
Capt Ed Verbeek, FNI has been Amsterdam pilot for 26 years, and has been Vice President and Training
Coordinator for this region.
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XXXXXXXXX END OF HANDOUT XXXXXXXXX
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Fleet Management Navigational Orientation Course Manual

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Fleet Management Training Institute Rev No : 01

NAVIGATIONAL ORIENTATION TRAINING

Fleet Management Training Institute Course Co-ordinator: Capt. Anand Patil

Tel: 91 22 30997280 Fax: 91 226794 7290,

2. DUTIES OF NAVIGATIONAL OFFICER ………………………………………………….…………………06

3. PASSAGE PLANNING – Regulations & Company policies.………………………………………10

4. PASSAGE PLANING ELEMENTS .….………………………………………....................................16

5. Voyage Appraisal and Planning on ECDIS................................................................. 23

6. Grounding Prevention on ECDIS Passage Planning........................................... ………..25

7. Common Deficiencies in Passage Plan...................................................................... 34

8. Navigation Across the Safety Contour ……………………………………………………………….…36

9. COMPANY’S NAVIGATION POLICIES……………………………………………………………………...39

10. NAVIGATION AUDIT FINDINGS …………………………………………………………………………..…55

11. ECDIS AUDIT FINDINGS …….…………….………………………………………………………………….…59

12. CASE STUDY NO.1: ECDIS OWN SHIP POSITION ERROR.…………………………………………64

13. CASE STUDY NO.2: COLLISION AT NARROW BEND…………………………………………………68

15. URL TO YOUTUBE VIDEO LINKS – ……………………………..…………………………………………..75

16. MAKING THE MOST OF THE PREDICTOR – ………..……..…………………………………………..76

Time Table - Day 1

1115 - 1225 Passage Planning – checklist 70 min

1545 - 1730 Case studies and Collision Regulations 105 min

Time Table - Day 2

Time Subject Duration

1100 - 1115 Tea Break 15 min

1115 - 1300 Company’s Navigation Policy (Including Navigational 105 min

1400-1500 Company's Navigation Policy 60 min

c) Entry Standards (Criteria)

2. DUTIES OF NAVIGATIONAL OFFICER

9. When an OOW is to be relieved who engaged in a maneuver or a VHF conversation, relief

PAGE INTENTIONALLY LEFT BLANK – FOR NOTES

3. PASSAGE PLANNING – Regulations & Company policies

STWC 2010 - CODE A - CHAPTER 8 - PART 2 - VOYAGE PLANNING:

4. PASSAGE PLANING ELEMENTS

SAFETY CRITERIA TO BE CONSIDERED DURING PLANNING

PLANNING - SELECTION OF ENC OF APPROPRIATE SCALE

 Cumulative list of notice to mariners ( NP 234 )

 Annual Notice to Mariners - NP 247 (1) and (2)

 Admiralty Sailing Directions and Pilot Books

 NP 136 – Ocean Passage of the World

 NP 5011 – Chart Symbols and Abbreviations

 Admiralty List of Lights and Fog Signals ( ALLFS )

 Admiralty List of Radio Signals ( ALRS )

 Admiralty Tide Tables ( ATT )

 Tidal stream atlases and Co-Tidal Charts

 IMO Ship’s Routeing Guide

 NP100 – Mariners Hand book

M/E NOTICES AND CALL MASTER POINTS

 2 hrs,1hr & standby posn marking

 Call master posn marking before maneuvering

 Log down in bell/log book

▪ Location of the pilot boarding ground

▪ The navigable width and depth of water

▪ Speed of the vessel

▪ Direction of tidal stream / currents

 Alternative routes / ports of refuge

 Emergency berth etc., after passing the Abort Point.

PILOT EMBARKING AND DISEMBARKING

 Time for master pilot info exchange

 Not crossing abort point until MPX is completed.

 Cross track error

UNDER KEEL CLEARANCE (UKC)

 Calculation as per (Passage plan) form in S-5.13F Section 14 B / 14 C / 14 D