ANNEX - Navigational Audit Guidance

Exmar Shipmanagement NV
SHIP OPERATIONS - NAVIGATION NAV-Annex

ANNEX: Navigational Audit Guidance
Date Modified: 31/01/2017 15:44:40 Latest Version: 8

Date Created: 23/09/2008 20:14:10 Page: 1 / 37
0 COMPANY POLICIES
0.1 SMS Procedure: Crew Management/Function list sea/20 Master
Authority:
• He is the legal mandatory of the owner and manager
• Disciplinary power as per Flag State Laws
• Supreme deciding shipboard authority in any aspect within the limitation of the law and company
instructions
• The Master has the overriding authority and the responsibility to make decisions with respect to the
safety and pollution prevention. This includes requesting the company's assistance or, if the urgency
or potential risk justifies so, the assistance of any other appropriate organization as may be deemed
necessary to mitigate the risks.
• The Master has the overriding authority and responsibility to make decisions regarding the security
of the ship and to request the assistance of the Company or of any Contracting Government as may
be necessary
• If, in the professional judgment of the Master, a conflict between any safety and security
requirements applicable to the ship arises during its operations, the Master shall give effect to those
requirements to maintain the safety of the ship
SMS Procedure: Management Responsibilities/05 Company organization
Master
The Master is the Company's representative on board each vessel and is required to fulfil the specific
instructions of Owners, Charterers and Managers within the guidelines set out in the Company's
documented Safety Management System.
The Master of each vessel holds the ultimate responsibility on board for matters affecting the safety of the
crew, the ship, its cargo and the protection of the environment.
The Master has the overriding authority for the safety of his crew, the vessel and for the protection of the
environment.
0.2 SMS Procedure: Ship Operations - Navigation/Planning Passage/10 Under Keel Clearance Policy
Minimum UKC Policy
The minimum UKC that must be maintained at all times in various areas is defined as a percentage of the
static draft:
• Open waters: 200% of the Static draft
• Shallow waters/ Fairways: 15% of the static draft
(Shallow waters start when the water depth is 3x static draft or less.)
• Inside ports: 10% of the static draft or as per local ports requirements, whichever is highest
• Moored vessels: 0.3 meters
• Berths in open locations: 10% of static draft
SMS Procedure: Management Responsibilities/Navigation policy
Vertical Clearance
Any ship that has to clear an obstacle, such as but not limited to a bridge must adhere to a vertical
clearance of minimum 3 meters. For power cables a vertical clearance of 5 meters should be adhered to. If
a local regulation applies a stricter regulation, the local regulation must be adhered to. If a local regulation
is less strict than this Policy margin, the 3 meters rule must be applied. If a breach is likely to occur, certain

measures can be applied (lowering antennas, BWM, etc.) to increase the vertical clearance. A Risk
Assessment will be created to assess the situation.
If the calculated minimum Vertical Clearance is less than defined by the present Policy, the Master must
inform the Company (DPA / Marine Dept.) at the earliest opportunity. The information must include all
relevant details such as but not limited to: minimum Vertical Clearance found, Master's judgments and
suggestions.
Reminder: Charted Bridge Clearances:
Vertical bridge clearances on charts are referenced to mean High Water in tidal areas. Therefore, if the
existing height of tide is below MHW, there will be a greater clearance. If the existing height of the tide is
greater than MHW, there will be less clearance.
0.3 SMS Procedure: Ship Operations - Navigation/Planning Passage/10 Underkeel Clearance Policy
Guidelines on UKC Policy:
A voyage is considered to be all parts of a ship’s passage from load berth(s) to discharge berth(s) including
any passages in ballast either to the load port or after the discharge port for which the ship is planned.
In determining the minimum UKC many factors must be taken into account:
• Integrity of the water depth surveys.
• State of sea and swell.
• Tidal variations, particularly the range and stand (duration at steady level) of tide.
• Variation in water level due to barometric pressure or tidal surges.
• Accuracy of soundings tidal information and predictions. (ZOCs on AVC/ENC charts)
• Accuracy of ship’s draft observations or calculations, including provision for hogging or sagging.
• Increase in ship’s draft due to heel or trim, particularly when ship has a large beam or is rolling and
pitching in a seaway.
• Changes in water density.
• Stability of the seabed (sand wave conditions) or channel bottom.
• The effects of squat.
0.4 SMS Procedure: Ship Operations - Navigation/Mooring and Unmooring Procedures/03 Briefing Officers
BRIEFING OFFICERS
Before mooring operations the Master should, in close relation with the Pilot, assemble the Deck Officers
and inform them about the different phases:
• Tugs
• Berthing
• Sending Lines
• Mooring
The mooring plan should be established and be available for each Deck Officer. During this meeting the
importance of safe operations is to be stressed.
Before starting anchoring or mooring operations, the windlasses should be tested. This requirement
should be mentioned in the Master's standing orders.
NOTE: Records of minutes of meeting to be checked.
ANNEX: Circular - Mooring of vessels in tidal ports

0.5 SMS Procedure: Ship Operations - Navigation/Vessel Preparation/05 Deck Preparation

DECK PREPARATION
Deck preparation as per checklist form.
SMS Procedure: Ship Operations - Navigation/Vessel Preparation/06 Engine Room Preparation
ENGINE ROOM PREPARATION
Steering Gear
Within 12 hours before departure, the ship’s Steering Gear shall be checked and tested by the ship’s crew.
Records will be kept in the logbook.
Other Equipment
The following equipment has to be checked prior to departure:
• Bridge and Engine Room telegraph tested, synchronized and found ready for use?
• Communication facilities tested, synchronized and found ready for use?
• Other equipment to be tested as per Checklist
SMS Procedure: Ship Operations - Navigation/Vessel preparation/07 Bridge preparation
BRIDGE PREPARATION
Bridge equipment has to be checked and found ready for use before departure, as per checklist.
NOTE: Testing of engines and steering gear, when carried out in accordance with USCG regulations, shall
be entered in the Official log book and include the reference to “USCG title33CFR part 164 equipment
tests.
Checklists: B1, B6 & B7
0.6 SMS Procedure: Ship Operations - Navigation/Sailing/03 Bridge watch keeping
Relations with Engine Department
• Before arrival and/or departure maneuvers
The Master informs the Chief Engineer about the time of commencement and end of maneuvers
(EOP) in due time (to be agreed between master and chief engineer). The chief engineer informs the
engine officers.
• During sea passage: engine always to be ready for maneuverings
The main engine must be ready for any maneuver at any time during the complete sea passage.
In foreseen circumstances however it is the common practice that engine staff is to be informed in
due time.
SMS Procedure: Ship Operations - Navigation/Sailing under Pilotage/05 Watch keeping under pilot
WATCHKEEPING
During navigation with Pilot embarked, the principles as given in the STCW (Section A-VIII/2) are to be
strictly applied. For easy reference the articles in question are given below.
Quote
Navigation with Pilot on board.
49. Despite the duties and obligations of Pilots, their presence on board does not relieve the Master or the
Officer in charge of the navigational watch from their duties and obligations for the safety of the ship. The

Pilot and Master shall exchange information regarding navigational procedures, local conditions and the
ship's characteristics. The Master and/or the Officer in charge of the navigational watch shall co-operate
closely with the Pilot and maintain an accurate check on the ship's position and movement.
50. If in any doubt as to the Pilot's actions or intentions, the Officer in charge of the navigational watch
shall seek clarification from the Pilot and, if doubt still exists, shall notify the Master immediately and take
whatever action is necessary before the Master arrives.
Unquote
NOTE: The stand-by position shall be clearly annotated on all relevant navigational charts and time of
stand-by recorded in the deck and engine official log book.
ANNEX: Minimum Watch Composition (check availability of document)
0.7 ANNEX: Example of bridge standing orders:
In reduced visibility immediately comply with international regulations. Do not hesitate to use the whistle
or slow down if necessary. Commence plotting all targets forward of the beam, operate VHF, and inform
the Master and Chief Engineer. For the purpose of these orders reduced visibility is anything less than five
miles.
SMS Procedure: Ship Operations - Navigation/Sailing/09 Navigation during restricted visibility
NAVIGATION DURING RESTRICTED VISIBILITY
The Duty Engineer should ensure a permanent energy supply for fog sound signals. He should be ready to
respond to any bridge orders and should ensure, in addition, that auxiliary machinery used for
maneuvering is readily available.
NOTE: Master standing order to be checked for compliance.
0.8 SMS Procedure: Ship Operations - Navigation/Anchoring
GENERAL
Based on equipment design limitations, we distinguish three anchoring situations:
• Anchoring in depths of less than 50 m.
• Anchoring in depths between 50 m. and 110 m.
• Anchoring in depths over 110 m.
When a vessel has to anchor, the Master shall conduct a risk assessment. If the water depth is more than
50 m. the risk assessment shall be formalized using a formal risk assessment form. If the anchoring
maneuver is performed under Pilot's advice, the risk assessment is considered to have been covered by
the Pilot.
Although 110 m. is arbitrary, operational anchoring at more than this depth is to be avoided.
ANNEX: Risk assessment anchoring
NOTE: Risk assessment for anchoring to be checked

0.9 SMS Procedure: Management Responsibilities/Navigation policy

One of the primary tasks of the Company is to ensure the safe navigation of the managed vessels under all
circumstances. To achieve this objective the Company shall lay down appropriate procedures in its Safety
Management System. As a minimum the Company shall ensure that:
• The safety of navigation shall always take precedence on all commercial considerations
• Qualified, competent and properly trained personnel are in charge of a navigational watch
• Sufficient resources are available to implement all navigational procedures effectively
• The navigational procedures will take due considerations of all navigational hazards and give
guidance to Masters in this respect
• Due consideration is taken of the environment and the PSSA restrictions
• All nautical charts, publications and documents are on board for the intended voyage
• The charts and publications are duly and immediately updated whenever this information is available
• The necessary navigational equipment and instruments are on board and fully operational
• The rules of the road are properly applied
• The intended voyage is properly prepared in a passage plan
• Ensure that watch have the appropriate competence level and are properly rested
• Logbooks and logs are kept and data is recorded
• Emergency preparedness is adequate through training and drills
• The effectiveness of the navigational procedures are monitored by reviews of the procedures and by
performing navigational audits
SMS Procedure: Crew management/Familiarization/03 General
Bridge Familiarization: The On board Familiarization as described in the Company's Safety Management
System is to be strictly applied. Furthermore the checklist B3 "Bridge Familiarization" linked to this
procedure is to be completed by all watch keeping officers before their first watch.
SMS Procedure: Health, Safety, Environment and Quality/The safety management system/04 SMS
review scheme
May and November
Review of the Ship Operations procedures, including sub-processes, related tasks and forms.
Furthermore the remarks and observations raised during any inspection (internal or external) must be
discussed and actions plan for rectification of any deficiency drawn up.
SMS Procedure: Ship Operations - Navigation
ANNEX: Risk assessment for navigation
0.10 NOTE: Ship/type specific document prepared onboard

1 BRIDGE ORGANIZATION
Bridge Procedures....
It is the duty of the Master or his delegate to ensure that joining officers familiarize themselves with the
bridge organization and operations before taking over the watch.
NOTE: All officers should demonstrated familiarization with Navigation policy and SSM procedure for
bridge equipment.
BRIDGE WATCH KEEPING
Watch Composition
The composition of the watch shall at all times be adequate and appropriate to the prevailing
circumstances and conditions and shall take into account the need for maintaining a proper look-out.
ANNEX: Minimum Watch Composition
NOTE: Compare deck log book with annexed document during different stages of navigation
1.3 SMS Procedure: Crew management/Function list sea/14 Deck officer
DECK WATCH OFFICER
Watch keeping officer in charge of a navigational or cargo watch.
Navigation Officer: watch 0000 - 0400 & 1200 - 1600
Administration Officer: watch 0400 - 0800 & 1600 - 2000
Executing Safety officer: watch 0800 - 1200 & 2000 - 2400
Authority:
• Take all actions necessary to meet his responsibilities
Responsibilities:
• Head of the sea and cargo watch
• Security duties as instructed by the SSO
• Supervision of the deck ratings during the watch and stand by
• Mooring station on the forecastle, poop deck or on the bridge while entering and leaving port as
decided by the Master
• In charge of the medical care, equipment and medication if appointed by the Master
SMS Procedure: Crew management/Function list sea/19 Master
MASTER
The Master is the owner's and manager's legal representative and the head of the maritime expedition.
Authority:
• He is the legal mandatory of the owner and manager
• Disciplinary power as per Flag State Laws
• Supreme deciding shipboard authority in any aspect within the limitation of the law and company
instructions
• The Master has the overriding authority and the responsibility to make decisions with respect to the

safety and pollution prevention. This includes requesting the company's assistance or, if the urgency
or potential risk justifies so, the assistance of any other appropriate organization as may be deemed
necessary to mitigate the risks.
• The Master has the overriding authority and responsibility to make decisions regarding the security
of the ship and to request the assistance of the Company or of any Contracting Government as may
be necessary
• If, in the professional judgment of the Master, a conflict between any safety and security
requirements applicable to the ship arises during its operations, the Master shall give effect to those
requirements to maintain the safety of the ship.
Responsibilities:
• Overall responsible for ALL shipboard activities
• Implementing the Safety, Environment Protection, Health and D&A Policy of the Company
• Motivating the crew in the observation of that Policy
• Supervision of the whole crew and especially the navigating officers during navigational tasks
• Issue appropriate orders and instructions in a clear and simple way
• Verify that specified requirements are observed
• Review the Safety Management System (SMS) and report deficiencies to the shore based
management
• Comply with the instructions in the management system
• Lead the maritime expedition without putting safety, the environment, time or property at
unacceptable risk
• Communications with the manager, owner and charterer
• Overall responsible for the complete familiarization process
• In charge of bridge equipment familiarization
NOTE: Takeover of the watch.
Responsibilities:
Particular Responsibilities:
Navigational Officer:
• Passage planning and noon position reports
• Correction of nautical charts and publications (including folio management follow up)
• In charge of the daily tests of the Navigational Bridge equipment.


Responsibilities:
SMS Procedure: Crew management/Function list sea/13 Deck rating
Responsibilities:
• Maintenance and upkeep of structures, deck and cargo equipment
• Reporting damages and irregularities immediately to boatswain
• Assist the DOOW during the sea or cargo watch
SMS Procedure: Ship Operations - Navigation/Sailing/03 Bridge watch keeping
BRIDGE WATCH KEEPING
Watch Composition
The composition of the watch shall at all times be adequate and appropriate to the prevailing
circumstances and conditions and shall take into account the need for maintaining a proper look-out.
1.6 SMS Procedure: Ship Operations - Navigation/BMI 2011-03 BNWAS
1.7 SMS Procedure: Ship Operations - Navigation/Sailing under pilotage/05 Watch keeping under pilot
A ‘Bridge Team’ is to be drawn up when navigating with the Pilot on board. This team must consist of at
least the Master, the Officer On Watch, a helmsman and a look out. If navigation requests the Master is to
call an extra Deck Officer on the bridge to assists the Master and/or Officer on watch in navigational
matters. An extra look out is to be placed if visibility makes this necessary.
The relation ‘Bridge Team’ and Pilot is fully described in the publication ‘Bridge Team Management’
(chapter 7. Navigating with a Pilot on board) and must be fully adhered to. Any order given by the Pilot
directly to the helmsman must be controlled by the bridge team.
NOTE: There must be a free flow of information between the members of the bridge team, thus avoiding
“one man error”. Positive reporting and closed loop communication protocols shall be encouraged by all
team members.
1.8 SMS Procedure: Crew management/Function list sea/19 Master
• In charge of bridge equipment familiarization
• Supervision of the whole crew and especially the navigating officers during navigational
• tasks
• Issue appropriate orders and instructions in a clear and simple way
NOTE: There must be a free flow of information between the members of the bridge team, thus avoiding
“one man error”. Positive reporting and closed loop communication protocols shall be encouraged by all
team members.


The Officer on Watch and the Master
The Officer on Watch is responsible for the safety and safe navigation of the vessel until the Master
informs him that he takes over. This takeover of the watch by the Master must be clearly noted in the
vessels logbook.
Responsibilities:
NOTE1: The OOW shall integrate the watch keeping rating as a member of the bridge team and keep
them appraised of the current navigational situation with regard to expected traffic, buoyage, weather,
landfall, course alterations traffic and other circumstance relevant to good watch keeping.
The OOW shall ensure that the watch keeping rating:
Has been properly instructed in lookout duties as to what is expected of him
Knows how to report observations Is positioned where he/she can best act as lookout.
NOTE2: The OOW shall maintain a two way flow of information with the watch keeping rating,
including changes in navigational circumstances, planned collision avoidance maneuvers, alteration of
course, changes of main engine status and expected changes in traffic density.
SMS Procedure: Crew management/Familiarization/ 04 Hand over
“Junior Officers (deck and engine) must prepare a written hand-over note for their reliever.
Hand-Over Notes need to be concise and to the point.
Hand-Over Notes are to be treated as fully confidential and should not be shown to any third party
without prior approval of the shore management.
These hand-over notes must be signed by the officer drafting the HON, by their relievers and by the
Master for deck officers and the Chief Engineer for engineers.
SMS Procedure: Crew management/Sign on/06 Crew change procedure
Junior Officers
The Junior Officers hand over is organized by crewing personnel staff in connection with the master, the
ship agent and the manning agent, if any.
• The master should allow disembarking the leaving officer when he estimates that the signing on
officer is instructed of his duties on the ship. The necessary familiarization as described in the SMS is
to be performed.
• The Master, in consultation with the crewing department, estimates the duration of overlapping
period according the experience and the seniority of the concerned officer.


Responsibilities:
• Supervision of the whole crew and especially the navigating officers during navigational tasks…
• In charge of bridge equipment familiarization.
Responsibilities:
• Supervision of the whole crew and especially the navigating officers during navigational tasks…
• In charge of bridge equipment familiarization.
• In charge of the daily tests of the Navigational Bridge equipment
• Administration Officer:
• The administration of the communications
• The wages and catering administration
• Assist the Navigational Officer with the correction of charts and publications
• Executing Safety Officer:
• Operability and inventories of all Safety & Security equipment and installations (Executing
• Safety Officer)
• Assist the Navigational Officer with the correction of charts and publications.
1.15 SMS Procedure: Crew management/Organization/04 hours of rest
HOURS OF REST
The number of working hours and rest periods is at master's discretion as per Regulation VIII/1, Section A -
VIIII and Section B - VIII/I of STCW '95 and as per ILO Resolution 180.
ORGANIZATION
The Master, Chief Officer and Chief Engineer have the responsibility to apply the following principles in
the daily work organization in their respective departments. When the circumstances necessitate this
these principles may be deviated from. Deviations should be commented on the individual time sheets.....

1.16 SMS Procedure: Management responsibilities/Company policy/08 well-being of the crew

THE WELL-BEING OF THE CREWS IS TAKEN CARE OF BY:
...Insisting on the use of English as the common working language well understood by the crews...
SMS Procedure: Ship Operations - Navigation/Sailing under pilotage/06 execution and monitoring
passage plan
EXECUTION AND MONITORING PASSAGE PLAN
It is essential that a face to face Master/Pilot exchange (MPX) results in clear and effective communication
and the willingness of the Pilot, Master and Bridge Personnel to work together as part of a Bridge
Management Team. English language, or a mutually agreed common language, or the IMO Standard
Marine Communication Phrases, should be used. All members of the team share a responsibility to
highlight for clarification any perceived errors or omissions by other team members.
Bridge Procedures
The Company adheres completely to, and makes mandatory, the "Bridge Procedures Guide" (ICS) which
shall be on board all vessels and be maintained in good order. Masters have to ensure themselves that all
watch keeping officers have read and understood the Bridge Procedures Guide.
Each master has to comply with the guide, but may obviously add procedures and instructions if
necessary.
Each officer must at all times during his watch comply with the International Regulations for Preventing
Collisions at sea (COLREG) , with the "Basic Principles to be observed in keeping a navigational watch" of
the STCW Convention and with the Master's Standing Orders.
ANNEX: Example of Bridge Standing Orders
NOTE: The standing orders provide particular guidance with respect to the type of ship, cargo as per
STCW Section B-VIII
1.19 ANNEX: Example of Bridge Standing Orders
All officers are to sign and date these orders upon joining the vessel. The signature shall be preceded with
Read and Understood.
…Before anchoring the windlasses need to be tested. At anchorage: use any or all of the navigational aids
to monitor the vessels position and the relative positions of other ships. Shore transit bearings are to be
used whenever possible as the quickest means of detecting a dragging anchor….
NOTE 1: Master has issued his own standing orders and they are in line with example from this annex>
Standing orders provide particular guidance with respect to the type of ship, cargo NOTE 2: bridge
orders shell be written every time the Master plans to be absent from the bridge for an extend period
(such as at night). These orders should be issued on daily base.
1.22 ANNEX: training matrix

2 PASSAGE PLANNING
2.1 SMS Procedure: Ship Operations - Navigation/Planning passage/07 Passage Plan
PASSAGE PLAN
The passage planning shall be prepared by the Navigation Officer from berth to berth including all aspects
of the passage. The tool to prepare the passage plan is "DNV Passage Planner". DNV Passage Planner is in
compliance with the ICS Bridge Procedures Guide and includes a way point editor and a squat calculator
(parameters to be entered as per company UKC policy
2.2 SMS Procedure: Ship Operations - Navigation/Planning passage/08 Appraisal
APPRAISAL
The appraisal stage consists of gathering and contemplating all information relevant to the voyage, before
each voyage begins, including ascertaining risks and assessing its critical areas.....
2.3 SMS Procedure: Ship Operations - Navigation/Planning passage/07 Passage plan
The Navigational Officer will prepare the plan. The Master will assess the plan and approve the plan, in
consultation with the navigating officer. The Navigation team will execute and monitor the plan
SMS Procedure: Ship Operations - Navigation/Planning passage/08 Appraisal
The Master:
• Makes an overall assessment of the intended voyage, in consultation with the navigation team.
2.4 SMS Procedure: Ship Operations - Navigation/Planning passage/05 Passage Planning
• The maximum position fixing interval should be defined in the passage plan. Where the navigational
circumstances may change on a particular leg, i.e. proximity to obstructions or shoals, then the
position fixing interval should be amended accordingly. The position fixing interval shall always be
less than the time to the nearest danger at the relevant speed and must allow the OOW to input at
least 2 positions before the vessel may run into danger.
SMS Procedure: Ship Operations - Navigation/Sailing/07 Passage plan execution and monitoring
• The frequency at which the position is to be fixed should be determined for each section of the
voyage.
2.5 SMS Procedure: Ship Operations - Navigation/Planning passage/03 Paper chart and nautical
publications
PAPER CHARTS AND NAUTICAL PUBLICATIONS
On board of the Company managed vessels, the Officer in charge of charts and nautical documents is the
Navigation Officer.
All ships should carry adequate and up to date official nautical charts, Sailing Directions, lists of lights,
notices to mariners, tide tables and all other nautical publications necessary for the intended voyage.
SMS Procedure: Ship Operations - Navigation/Planning passage/04 ECDIS and electronic navigational
charts (ENC)
ECDIS AND ELECTRONIC NAVIGATION CHARTS (ENC)
• The system must use official ENC data (vectorized electronic navigational charts) to IHO S57
standard, which must be supplied by or authorized by a national Hydrographic Office. Such ENC data
must be corrected weekly.
SMS Procedure: Ship Operations - Navigation/Planning passage/09 Planning general

PLANNING
Passage Planning: General
• Following items should be indicated on the chart, where it enhances safe navigation (Care should be
taken not to obscure the original navigational information):
• Track to be followed
• No go areas
• Chart change
• Waypoints
• Parallel indexing
• Abort all position
• Stream & current information and tidal window if applicable
• Radar conspicuous objects and visual Navaids
• Eventual Reporting Points
• Safe anchoring position(s)
• Pilotage and tug area
Passage Planning: ECDIS
• As a minimum, following items should be indicated on the chart, where it enhances safe navigation,
by use of Manual Chart Objects (Care should be taken not to obscure the original navigational
information):
• Track to be followed
• Waypoints
• Parallel index lines (not from floating objects unless they have been checked for position first)
• Prominent/conspicuous navigation and radar marks
• No-go areas
• Landfall targets and lights
• Clearing lines and bearings
• Transits, heading marks and leading lines
• Significant stream & current information and tidal window if applicable and not automatically
available
• Safe speed and necessary speed alterations
• Changes in machinery status
• Minimum under keel clearance
• Crossing and high density traffic areas
• Safe distance off
• Contingency plans
• Abort positions
• VTS and reporting points, etc.
• Safe anchoring positions

• Pilotage and tug areas

For each leg of the passage, the maximum track deviation and maximum course deviation angle shall be
properly set-up, as per Master’s Standing Orders.
2.6 SMS Procedure: Ship Operations - Navigation/Planning passage/05 Correcting paper charts and
publications
T&P corrections
Navigational Warnings and T&P Notices must be available on the voyage charts and all applicable details
must be noted down or attached to the relevant charts.
The reference shall be clearly marked in pencil on the left side of the chart, ONLY when the chart has been
corrected for T&P. A suitable record and filing system has to be in place.
SMS Procedure: Ship Operations - Navigation/Planning passage/05 Correcting electronic charts (ECDIS)
T&P information
The normal way to update T&P on the ENC voyage cells is by way of update CD received from the
Admiralty on a regular basis. However, not all countries include T&P corrections in a digital format, which
means that, depending on the originating country, these T&P's might then not be included in the CD
updates. .......
Navigational warnings
Navigational warnings, whether received through Navtex or EGC, must be entered in the ECDIS, when
relevant to the voyage. ........
Navigational Warnings and T&P Notices must be taken into account. Applicable details must be noted on
the relevant charts. There should be a system in place for the filing and updating of all Navigation
Warnings and T&P Notices.
PASSAGE PLAN
The passage planning shall be prepared by the Navigation Officer from berth to berth including all aspects
of the passage. The tool to prepare the passage plan is "DNV Passage Planner". DNV Passage Planner is in
compliance with the ICS Bridge Procedures Guide and includes a way point editor and a squat calculator
(parameters to be entered as per below chapter Under Keel Clearance).
The passage plan will be according the principles and instructions given in the relevant chapters of the
following publications, available on board each vessel:
• Bridge Procedures Guide (ICS)
• Bridge Team Management (Nautical Institute)
• IMO Res. A. 893 (21) - Guidelines for Voyage Planning
The composition of the Passage Plan shall take place in four stages:
• Appraisal of all relevant information
• Planning the intended voyage
• Executing the plan taking account of prevailing conditions
• Monitoring the vessel’s progress against the plan continuously

“Passage Planning: General

Following are the minimum elements to be included in the Passage Plan:
• The plans MUST be berth to berth
• The plan must be in accordance with the industry recommendations and guidelines (as stated above)
• The maximum position fixing interval should be defined in the passage plan. Where the navigational
circumstances may change on a particular leg, i.e. proximity to obstructions or shoals, then the
position fixing interval should be amended accordingly. The position fixing interval shall always be
less than the time to the nearest danger at the relevant speed l Navigational Warnings and T&P
Notices must be taken into account. Applicable details must be noted on the relevant charts. There
should be a system in place for the filing and updating of all Navigation Warnings and T&P Notices
• During deep sea and during coastal passages more than one method of position fixing shall be used.
The different position fixing methods should be cross- referenced at regular intervals. Where the
vessel carries only one electronic position fixing aid suitable for deep sea navigation then the second
method of position fixing shall be by celestial observations
• If vessel is transiting SECA (SOx Emission Control Areas) and / or PSSA (Particularly sea sensitive
areas), all relevant information should be made available in the passage plan.
2.8 SMS Procedure: Ship Operations - Navigation/Sailing/07 Passage plan execution and monitoring
Advantage should be taken of all the navigational equipment with which the vessel is equipped for
position monitoring, bearing in mind 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 from a single positioning system
• 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 charted positions of offshore installations should be checked against the most recent
navigational notices
• 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
voyage.

Radar can be used to advantage in monitoring the position of the vessel by the use of parallel indexing,
which is a simple and most effective way of continuously monitoring that a vessel is maintaining its track
in restricted coastal waters. Parallel indexing can be used in any situation where a radar-conspicuous
navigation mark is available and it is practicable to monitor continuously the vessel's position relative to
such an object. It also serves as a valuable check on the vessel's progress when using an electronic chart.
NOTE: When radar conspicuous targets are available parallel Indexing shall be used to monitor the
vessel progress against the planned track.
2.10 SMS Procedure: Ship Operations - Navigation/Planning passage/09 Planning general
Vessels must participate in position reporting systems (AMVER, JASREP, AUSREP, etc...) where applicable.
2.11 NOTE: Vessel traffic services (VTS) have been introduced, particularly in ports and their approaches, to
monitor ship compliance with local regulations and to optimize traffic management. VTS can only be
mandatory within the territorial seas of a coastal state.
VTS requirements shall form part of the passage plan and shall include references to the specific radio
frequencies that must be monitored by the ship for navigational or other warnings, and advice on when
to proceed in areas where traffic flow is regulated.
For vessels trading to the US, CFR Title 33 Section 161 gives full details of all Vessel Traffic Service
systems that are required by statute in the United States.
2.12 SMS Procedure: Ship operations -Navigation/Planning passage/10 Under keel clearance policy
Squat calculation
Squat is defined as the supplementary sinkage of a ship relative to the original static draft caused by its
movement at a given speed. It includes the vertical sinkage of the ship as a whole and the sailing trim.
Factors for calculating squat are the speed through the water at the highest foreseeable speed, the block
coefficient (Cb) of the vessel and S2, a factor depending on the cross section area of the ship and of the
channel (which is de facto the factor taking into account the width of influence).
Formula for calculating squat (Barras Formula):
Maximum squat (in meter) = (Cb/30)*(S2)2/3*V2.08
Where: Cb = Block coefficient (see further for clarification).
As As b*T
S2 = Aw = (Ac - As) = (B*H) - (b*T)
As = Cross section area of the vessel amidships in static condition.
Ac = Cross section area of the channel
Aw = Net cross sectional area = Ac - As
b = Extreme ship breadth
B = Width of the channel
T = Static draft of the ship
H = Water depth of the channel
V = Speed through the water
Note: all cross sectional parameters are defined for static condition, which is the condition for zero
speed.

2.13 SMS Procedure: Ship operations -Navigation/Sailing -ECDIS/05 Passage plan control, execution and
monitoring.
Safety frame:
The Safety Frame (can be named ‘Anti-Grounding cone’ or another name dependent upon the
manufacturer) is intended for setting the size of the area that will be used for the chart data analysis and
for the generation of the Anti grounding alarms, Area Alerts and Navigational Alarms. The trigger points
for Alarms and Warnings are defined by a Cone projected Ahead, Port and Starboard of the vessel. The
size of the Anti Grounding Cone will depend on the ECDlS system in use as well as the size,
manoeuvrability and speed of the vessel. Once a danger has been picked up in the Safety Frame, it will be
necessary for the vessel to avoid it. This delay and time to manoeuvre must be taken into account when
setting up. It is recommended that the safety frame is set in ‘time ahead’ instead of ‘distance ahead’, and
‘distance to Port and Starboard, adapted according to navigational circumstances, i.e. pilotage and
confined waters, coastal waters, or ocean navigation.
3 DUTIES OF THE OFFICER OF THE WATCH (OOW)
• In charge of the daily tests of the Navigational Bridge equipment.
Administration Officer:
• The administration of the communications
• The wages and catering administration
• Assist the Navigational Officer with the correction of charts and publications.
Executing Safety Officer:
• Operability and inventories of all Safety & Security equipment and installations (Executing Safety
Officer)
• Assist the Navigational Officer with the correction of charts and publications
SMS Procedure: Ship Operations - Navigation/Sailing/03 Bridge watch keeping
Bridge Procedures
necessary.


Bridge Procedures
necessary.
Safety rounds
After handing over each night watch, the relieved deck officer must carry out a safety round to check for
fire, flooding or unusual situation.
If the vessel is UMS, the deck officer should overlook the engine room.
The scope of this safety round shall be described in a Standing Ship Instruction.
If severe line squalls or freak meteorological phenomena such as waterspouts are observed, immediately
alert any crew members on deck by sounding one prolonged blast on the whistle, alter course to keep
clear if possible, and call the Master.
As an OOW, you are the primary contact concerning safety and security items. As such you should keep
yourself informed of the main jobs performed on deck. If you notice irregularities, it is your duty to inform
the Chief Officer, Chief Engineer or Master of it and –if necessary- stop the job in progress until the
situation has been clarified.
Bridge Procedures
The International Regulations for Preventing Collisions at Sea are to be strictly observed. Do not hesitate
to use the whistle or engine in obeying these Regulations. When altering course for another vessel do this
in sufficient time to let any other vessel be in no doubt as to your intentions. If you are in doubt as to
another vessel’s intentions, or if the bearing of any vessel on the port side is steady, call the Master,
preferably when the range still exceeds five miles.
3.7 NOTE: The OOW shall take early and positive action to avoid a collision and he/she shall not hesitate to
deviate from charted track providing the safety of such deviation is first assessed.”

3.8 SMS Procedure: Ship Operations - Navigation/Sailing/15 Record keeping

XIII. RECORD KEEPING
As per STCW (A-VIII), a proper record shall be kept during the watch of the movements and activities
relating to the navigation of the ship.
One should be able to retrace a sea voyage only by means of the records on the bridge and in the logbook.
The list hereunder is not exhaustive, and does not prevent any additional records. The list mentions the
minimum records to be kept. Furthermore, all records should be kept following the requirements of the
Company procedures and the Ship Specific Manual......(see table for records)
NOTE: For vessel trading in US waters, log entries must be made as required by CFR Title 33 Section
164.25.”
3.9 SMS Procedure: Ship operations -Navigation/Sailing/04 Electronic aids to navigation
The users should not rely on AIS as the sole information system but should make use of all safety relevant
information available
NOTE: The AIS text facility shall not be used for collision avoidance communications. It shall only be used
for emergency / distress scenarios and then only with the Master prior approval. All vessels shall post a
notice next to the AIS unit, stating this requirement.
3.10 SMS Procedure: Management responsibilities / Filing /05 Shipboard filing system
Retention of documents
All logbooks (deck, engine, oil record book, GMDSS, garbage ...) need to be retained permanently.
Other documents need to be retained for a period at least equal to the retention periods indicated in
attached document. In case of claims all relevant evidence must be kept at least until settlement of the
claim. If insufficient space is available on board for archiving the documents, these can be sent to the
Antwerp office. Documents sent to the office need to be suitably packed and labelled.
SMS Procedure: Health, Safety, Environmental and Quality/ ANNEX: List of shipboard files.
The performance of 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 voyage. (pre-
departure bridge checklist, daily bridge checklist).
Documents for actions: The following checklists are mandatory:
• Forms A1 to A4
• Checklist B1 to B17
3.12 Documents for actions: B16 CHANGING OVER THE WATCH.
NOTE: Changing over the watch is carried out in accordance with checklist B16
3.13 NOTE: Handover shall be postponed when the vessel is about to be, or is already, engaged in a collision
avoidance maneuver or a navigational alteration of course.

Monitoring of the vessel's progress along the pre-planned track is a continuous process. The Officer On
Watch should, whenever in any doubt as to the position of the vessel or the manner in which the voyage
is proceeding, immediately call the Master and, if necessary, take appropriate action for the safety of the
vessel.
A good officer, when faced with any unusual circumstance, will apply COMMON SENSE AND THE GOOD
PRACTICE OF SEAMEN to the situation and act accordingly. If you find yourself thinking about calling the
Master then the time has clearly come to do so.
3.15 NOTE: Due to the critical activities undertaken by the Bridge team distractions must be kept to a
minimum. Therefore:
• The use of mobile and satellite phones for personal calls by the OOW is prohibited
• The use of music earphones by the OOW is prohibited
• The use of personal computers (laptops) on the bridge by the OOW is prohibited
• Casual visitors to the bridge are prohibited during standby conditions or where navigation is critical
• The use of radios (entertainment), MP3 players or CD players is prohibited during standby conditions
or when navigation is critical or traffic is heavy.
• The Master should consider disconnecting non GMDSS satellite communications equipment if
incoming calls causes a distraction during standby conditions or when navigation is critical or traffic is
heavy”
3.16 NOTE: The largest scale charts published should be used for navigation. When changing charts the last
position on the previous chart must be immediately transferred as the first position on the next chart.”
3.17 NOTE: Each ship shall have at least one sextant as a part of the outfit of navigational equipment.
Sextants shall be carefully maintained in accordance with the maker's instructions and care taken to
ensure that they are properly corrected and safely stowed when not in use. To ensure that all
navigational officers are fully conversant with the importance of utilizing the sextant, all officers
engaged in carrying out a navigational watch should carry out an astronomical observation on at least
a weekly basis, circumstances permitting. These observations shall be recorded onboard in the vessel’s
‘Sights Book’.
At sea, gyro and magnetic compasses are to be compared frequently and an azimuth bearing is to be
taken after every major course alteration, or at least once per watch.
NOTE: The magnetic compass deviation and gyro error should be ascertained every watch or after major
course changes. All records to be noted in the Compass Observation log. Where weather conditions or
traffic density makes it impractical, this fact should be noted.
3.19 NOTE1: Masters shall ensure that all watch keepers are familiar with the different modes of steering,
together with the methods for changing from one mode to another.
NOTE2: 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.

3.20 SMS Procedure: Ship Operations - Navigation/Sailing/15 record Keeping

RECORD KEEPING
As per STCW (A-VIII), a proper record shall be kept during the watch of the movements and activities
relating to the navigation of the ship.
Watch keepers are to use all means and opportunities in order to establish the ship’s position. All stellar
positions obtained are to be entered in the Deck Log Book, also the times of crossing significant depth
contours, e.g. the 200m line. The positions of all course alterations are to be logged. Officers are to
familiarize themselves with the full operations, scope and limitations of bridge navigational equipment,
especially electronic. This means studying the manufacturer’s operational manuals provided.
3.21 SMS Procedure: Ship Operations - Navigation/Anchoring/07 Anchoring work instructions
ANCHORING WORK INSTRUCTIONS
Determination of the anchor position and drawing the swinging circle on chart.
3.22 SMS Procedure: Ship Operations - Navigation/Anchoring/07 Anchoring work instructions
ANCHORING WORK INSTRUCTIONS
Determination of the anchor position and drawing the swinging circle on chart.
3.23 SMS Procedure: Ship Operations - Navigation/Anchoring/Bridge watch keeping and readiness of Main
engines
• Watch keeping organization as per standing or night orders
• The normal navigational watch keeping is fully maintained when the ship is at anchor.
• The position of the vessel should be regularly monitored using all means available.
Immediate action should be undertaken on the least suspicion of a dragging anchor or as soon as the
swinging circle is passed.
• In deep water, the OOW should be aware of the reduced holding capacity of the anchor as a
consequence of the reduced scope.
• Visual and auditive look out is performed.
• According STCW, the officer on watch is allowed to keep the bridge watch alone (subject to the risk
assessment & anchoring plan).
• The watchman, if not staying on the bridge, must keep himself in permanent contact with the officer
on watch.
• A continuous listening watch of VHF is maintained by the officer on watch.
• When changing over the watch, the leaving watchman should check the brake holding and the chain
tension and inform the officer on watch.
3.24 SMS Procedure: Crew management/Familiarization/03 General
• Bridge Familiarization: The On board Familiarization as described in the Company's Safety
Management System is to be strictly applied. Furthermore the checklist B3 "Bridge Familiarization"
linked to this procedure is to be completed by all watch keeping officers before their first watch.
Documents for actions: Checklists action familiarization Bridge Familiarization.

3.25 NOTE: A wheelhouse poster providing maneuvering data as required by IMO resolution A.601 (15), shall
be clearly displayed in the Wheelhouse (Note additional requirement of CFR Part 164.35.G.7).
3.26
3.27
3.28
3.29 SMS Procedure: Ship Operations - Navigation/Sailing/06 Global maritime distress and safety
system(GMDSS)
GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)
The Master nominates one of the qualified Deck Officers responsible for maintaining the radio log and to
carry out the tests and checks of the equipment as required by SOLAS. The master remains however fully
responsible on all communication matters.
While performing the necessary tests and checks of the equipment precautions should be taken to avoid
false alerts.
The radio logbook to be kept on board depends on the flag state requirements.
• Navigational Warnings and T&P Notices must be taken into account. Applicable details must be
noted on the relevant charts. There should be a system in place for the filing and updating of all
Navigation Warnings and T&P Notices
SMS Procedure: Ship Operations - Navigation/Planning passage/06 Correcting electronic charts.
Navigational warnings
Navigational warnings, whether received through Navtex or EGC, must be entered in the ECDIS, when
relevant to the voyage.....The Navtex messages must nonetheless be checked by each OOW, whether
available on the chart and relevant to the voyage.....
3.31 ASI 2011-33
Other Navarea’s than Nav I have to be received from Sat C (SafetyNet) and / or Navtex. Under SOLAS, the
vessel must receive the navigational warning for the current Navarea (and meteorological warnings for
the current Metarea). However IMO recommends that your receiver is programmed to receive also
coastal warnings, and MSI (maritime safety information) for any other Navarea in which the vessel is
expected to sail. Note that the Navarea’s specified do not need to be adjacent to the current area. Of
course the receiver has to be properly programmed, but be aware that when a new area is entered, you
will generally receive only the warnings issued during the last 42 days.
Occasionally missing Navarea’s can be received from the local coordinators (see attached the COMSAR
list). List of contacts for the present voyage may be added in the passage planning. Should you not
received the needed Navarea’s by SafetyNet, thanks to request them. Should they not answer, thanks to
advise Marine (we can also upload the warnings from the various websites - one per area).
3.32
3.33 SMS Procedure: HSEQ-Emergency Manual LPG or LNG/Emergency organization.

3.34 SMS Procedure: Ship Operations - Navigation/Sailing/ procedure 09-10

All OOW are to familiarize themselves with the section on tropical storms contained in the Mariners
Handbook and to call the Master immediately if any of the precursory signs of a tropical depression are
observed. In any event, the Master is to be notified immediately of any fall in barometric pressure of 3
millibar or more in any period of less than four hours. The practice of logging weather details at the end of
each watch is to be continued in port.
3.35 SMS Procedure: Ship Operations - Navigation/Sailing/Sailing in heavy weather
SAILING IN HEAVY WEATHER
Due to the size of the vessels, and to the height of the bridge above the sea level, the Officer on Watch
can underestimate the sea roughness and its effects on deck equipment and the general structure of the
ship.
In order to estimate the ship stresses and the incurred dangers, the Officer on Watch shall take into
account the following observations:
• The unsteadiness of the steering gear.
• The RPM unsteadiness.
• The constant decreasing of RPM for a same crank.
• Sea water on deck. During night time, if such operation is not dangerous for the ship and the other
vessels in the vicinity, the officer on watch can briefly switch on the forward deck lights in order to
get an idea about seas on deck.
• Sea and swell height.
• Slamming and whipping (the whipping is the vibration due to the slamming).
4 OPERATION AND MAINTENANCE OF BRIDGE EQUIPMENT
4.1 • Receiver for global navigation satellite system (GPS)
• Navtex receiver
• Whistle, bell and gong
• Standard/Steering magnetic compass
• Means for taking bearings
• Daylight signaling lamp
• AIS (switching on/off is recorded in Deck Log Book)
• Gyro compass 1
• Gyro compass 2
• Gyro Repeaters
• X-Band Radar
• S-band Radar
• Speedlog
• (S)-VDR
• VDR

• Torch lights with loaded batteries are available

• Course recorder
• ECDIS
• Chartco system
• BNWAS
• GMDSS equipment
• GMDSS WT
• SART
• EPIRB
• DSC VHF
• DSC MF/HF
• Satellite communication
• Navigational lights and alarm
• Shapes and signals
• LRIT
• ROT indicator
• RPM indicator
• Anemometer
• Chronometer + error recorded
• window wipers
• Sextants
• Binoculars
• bridge pyrotechnics
4.2 SMS Procedure: Crew management/Familiarization/03 General
• Bridge Familiarization: The On board Familiarization as described in the Company's Safety
Management System is to be strictly applied. Furthermore the checklist B1 "Bridge Familiarization"
linked to this procedure is to be completed by all watch keeping officers before their first watch.
Documents for actions: Checklists action familiarization Bridge Familiarization.
Any navigation or safety equipment malfunctions including alternative measures.
NOTE: All defects in navigation equipment shall be promptly reported to the Master. The defects should
be rectified as soon as possible.
4.4 SMS Procedure: Ship operations - Navigation/Sailing/04 Electronic aids to navigation
Radar
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
transponders (SART)......

4.5 SMS Procedure: Ship operations - Navigation/Sailing/04 Electronic aids to

navigation
• Performance of the radars needs to be checked regularly, refer to radar manual.
SMS Procedure: Ship Operations - Navigation/Sailing/15 Record keeping
• At the end of each watch, effectiveness of the radars as measured by the performance monitors in a
numeric, percentage, graphical or other measurement should be recorded.
• Speed and heading input needs to be sea stabilized (water tracked) to provide the ARPA with speed
and course through the water
NOTE: This info to be posted close to radars.
• Superstructure may cause shadow or blind sectors on the display, the officer of watch should be
aware of these sectors.
NOTE: This info to be posted close to radars.
4.8
• The accuracy of data is related to correct programming. Mariners should bear in mind that AIS data
may be incorrect and should therefore carry out regular routine checks during a voyage to validate
the accuracy of the information transmitted. Transmission of incorrect data implies a risk to other
ships as well as their own.
• Some port authorities may request that the AIS is kept ON when a ship is alongside.
NOTE: In this case Moored status to be inserted in system.
4.11 NOTE: The AIS overlay on radars must not be left on continuously. On some vessel the AIS can be fully
integrated with the vessel’s radars, such that information from the AIS unit can be displayed as an
overlay on the radar screen. AIS information displayed in this way, must be treated with extreme
caution, and should never be used in isolation to determine if a risk of collision exits. In this mode the
target data may be provided by either the AIS or the ARPA and may not be identical. Due to the
difficulty in determining the source of the target information (AIS or ARPA) the AIS data should be
overlaid intermittently to identify targets but must not be left on continuously. Target data from AIS is
less reliable that that calculated by the ARPA since it is dependent on inputs from a third party which
cannot be readily verified.
4.12 NOTE: 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.
4.13 NOTE: The manufacturer’s procedure to permanently save the VDR data should be available on the
bridge. A copy of the procedure shall be posted in the vicinity of the SVDR. ”


NOTE: An operational check of the VDR shall be completed daily and recorded.
4.15 SMS Procedure: Ship Operations - Navigation/Vessel preparation/06 Engine room preparation
Steering Gear
NOTE: The steering gear shall be tested:
Daily in manual mode when operating for prolonged periods in autopilot During essential systems tests
prior to arrival Standby condition to prove:
Both power units together capable of moving each rudder from 35° on either side to 30° on the other
side in not more than 28 seconds (Port to Starboard & Starboard to Port)
A visual inspection of the steering gear and its connecting linkage during operation.
During one hours’ notice prior to departure Standby Condition to prove
Each power unit (steering motors) alone are capable of moving each rudder from hard over one side to
hard over the other within a reasonable timeframe
Both power units (steering motors) together are capable of moving each rudder from 35° on either side
to 30° on the other side in not more than 28 s.
Each remote steering gear control system (telemotors) is capable of moving rudder(s) in line with above
requirement
Each remote control is capable of moving the rudder(s) accurately
Follow up and non-follow up control systems are capable of moving rudder accurately
Rudder angle indicator(s) on bridge accurately reflects the position of rudder(s)
Power unit indicator lamps and failure alarm are fully operational
Remote steering gear control system (telemotor) power failure alarms are fully operational
The operation of automatic isolating arrangements and other automatic equipment
The operation of the means of communication between the navigation bridge and steering gear
compartment and the alignment of the steering gear gyro repeater
The reliable operation of the steering gear by a visual inspection of the steering gear and its connecting
linkage during the test.
4.16 NOTE: At least once every 3 months & within 48 hours of arrival in US.
Direct control within the steering gear compartment using emergency control.
The communications procedure with the navigation bridge and, where applicable, the operation of
alternative power supplies.
Testing of engines and steering gear, when carried out in accordance with USCG regulations, shall be
entered in the Official log book and include the reference to "USCG title 33 CFR Part 164 equipment
tests".
4.17 NOTE: Simple operating instructions with a block diagram showing the change-over procedures for
remote steering gear control systems and steering gear power units shall be permanently displayed on
the navigation bridge and in the steering compartment.

4.18 NOTE: The manual steering control shall be tested daily whilst at sea.
Manual steering control and a dedicated helmsman should be used when undertaking large alterations
of course and when navigating in restricted waters or in areas of high traffic density.
In areas of high traffic density, in conditions of restricted visibility and in all other hazardous
navigational situations where autopilot systems are in use, the OOW shall be able to establish manual
control of the ship's steering immediately. The OOW must make a timely decision whether to employ a
helmsman and ensure that hand steering is engaged before a potentially hazardous situation develops.
When operating in hand steering for a prolonged period, consideration should be given to relieving the
helmsmen every 30-60 minutes in order to maintain the concentration necessary to maintain an
accurate course.
In circumstances as above, the OOW shall have available without delay the services of a qualified
helmsperson who shall be ready at all times to take over steering control.
The changeover from automatic to manual steering and vice versa shall be made by, or under the
supervision of, a responsible officer and shall be recorded in the deck logbook with time and position.
Upon changing over to autopilot the performance should be carefully monitored for at least 10 minutes
to ensure correct operations.
4.19 NOTE: The off-course alarm shall be utilized when the vessel is being steered by the automatic pilot or
when hand steering for long periods. The off-course limit settings shall be checked every time the off-
course alarm is put into operation and at hand over of watches.
4.20 NOTE: The Master shall request the services of a qualified compass adjuster if the compass error
deviations obtained no longer compare favorably with the deviation card or after major structural
alterations, repairs to the ship or after a long period of lay-up. On completion of adjustment, the
adjuster must prepare a deviation cards for the compass.
4.21 NOTE: The deviation card or certificate shall be kept with the ship's certificates and a duplicate shall be
posted on the bridge. A record of the position of the compensation magnets, the position of the soft iron
spheres and the amount and position of soft iron in the Flinders Bar shall be kept with the deviation
card.
The compass shall be adjusted by a qualified compass adjuster if a period of two years has elapsed since
the last adjustment and a record of compass deviations has not been maintained, or the recorded
deviations are excessive or when the compass shows physical defects. (Sire 4.14)
4.22 NOTE: The speed, latitude corrections and the alignment of all repeaters, including those fitted in other
bridge equipment, shall be checked at least once a day.
The gyrocompass is the ship's principal direction indicating equipment and special care must be taken to
maintain it in full operational condition. On vessels fitted with two gyro compasses, the gyro
comparison unit, if fitted, shall be in operation at all times when both gyro compasses are running.

4.23 SMS Procedure: HSEQ-emergency manual LPG or LNG/Machinery failure/07 Gyro compass failure
GYRO COMPASS FAILURE
In case of Gyro Compass Failure, following actions should be taken:
• If on auto-steering, change to hand steering
• Use magnetic compass for navigation
• Report to the Company
• Check compass error once per watch
• Arrange repairs soonest
• Change radar to head-up
Machinery records: course recorder, echosounder and engine recorder
Every noon and upon arrival and departure from port the course recording paper should be marked with
the date, the time and the position in lat/lon. The same goes for all other automatic print -outs such as the
telegraph recorder.
NOTE: The course recorder shall be kept on GMT and checked every watch.
The echosounder recording paper should be marked with the port name and switched on at every arrival
and departure. Note that the memory of the echosounder is not always considered sufficient as evidence;
hence the time of switching on and off should be recorded in the deck logbook.
NOTE: When navigating in coastal or restricted waters the echo sounder shall be turned on, an
appropriate scale selected and the amplifying gain adjusted to present a reliable echo return. The echo
sounder should be set to measure under keel clearance and should not be offset to measure depth of
water.
When switching on the echo sounder prior to Standby the reading should be compared with another
source, such as Doppler or charted depth. If echosounder started but not printing record UKC hourly in
deck logbook e.g. column 26 for record keeping.
Machinery records: course recorder, echosounder and engine recorder
Every noon and upon arrival and departure from port the course recording paper should be marked with
the date, the time and the position in lat/lon. The same goes for all other automatic print -outs such as the
telegraph recorder.
GPS (Global Positioning System)
GPS is the mostly used satellite positioning system. The GPS is a US military controlled positioning system.
Therefore mariners should be aware of the limitations the system might encounter....


• The US Department of Defense can deliberately degrade the accuracy of the signal which can result
in false position of the receiver. This action is called selective availability. Errors can go up to a few
tens of meters.
• Signal propagation errors: the earth's atmosphere can affect the travelling signals by changing their
travelling speed (refraction).
• Users should cross-check the ship's position by all means available (celestial, radar, visual bearing,
etc).
NOTE: It should be noted that if the DOP (Dilution of Position) value is set too high the unit may only
accept a very accurate position and if such an accuracy cannot be validated the unit will change over to
a DR mode consequently the correct manufacturers recommended HDOP value shall be posted next to
the GPS and the correct setting shall be regularly checked. When a position fix is taken from a GPS unit
positive confirmation shall always be sought to verify that the unit is not giving a DR position.
4.29 NOTE: Since the accuracy of an IBS is dependent upon the quality of the sensor data coming in it is
essential that the bridge team become very familiar with the type and characteristics of all sensors and
electronic charts which are incorporated in the system. The OOW shall check the navigational feed
information into the IBS at the start of every watch.
4.30 SMS Procedure: Ship Operations - Navigation/Planning passage/09 Planning
Allowance has to be made for the meteorological conditions and prognosis.
The Master confirms all applicable corrections are correctly applied to all charts and publications relevant
to the voyage, by checking off the check box on the Passage Plan.
SMS Procedure: Ship Operations - Navigation/Planning passage/05 Correcting paper charts and
publications
CORRECTING PAPER CHARTS AND PUBLICATIONS
Charts and publications (list of lights, sailing directions, pilot books, list of radio signals, etc.) are always to
be corrected and updated on board. The Company fully adheres to the UKHO publication NP 294
guidelines.
All voyage charts to be corrected prior to commencement of the voyage. Chart corrections for other
charts to be done during the ocean passage or on the first opportunity. No sleeping charts / folios are
allowed.
CORRECTING ELECTRONIC CHARTS (ECDIS)
The normal way to update ENC/ARCS cells is by way of Update CD from the Admiralty sent to each
concerned vessels on a regular basis. Between receipts of update CD's, the Company provides several
ways to update the voyage cells on a weekly basis:.....

publications
Shipboard Verification
Master is responsible for all chart corrections and has to review and initial the chart correction log/update
status of all charts held on board. He will cross check the paper chart and publication corrections for the
intended voyage with the electronic correction log. The ECDIS corrections shall be checked on the unit
itself; these reviews shall be noted down in the logbook.
Quarterly (end March, end June, end September and end December) the planning report "Quarterly Chart
Correction Status" (planning attached to the procedure) is to be completed and transmitted to the
company.
All officers must be aware of the method to access the evidence that charts have been properly corrected
and are up-to-date to the latest available correction. The Master should ascertain that chart corrections
have been implemented by regular quick checks of the system, as well as thorough random checks before
the start of the voyage. The Master will confirm the thorough checks in the passage planning document.
publications
Shipboard Processing
.... All actions performed in relationship with charts or other nautical publications, such as corrections,
renewal or cancellation of publications… will be logged electronically in this system. As such no paper log
is required anymore. .........
NOTE: Chartco log of correction to be checked.
publications
Shipboard Processing
All vessels are equipped with an electronic charts administration tool (e.g. ChartCo, Chart track) and will
maintain all records up to date in this system. All actions performed in relationship with charts or other
nautical publications, such as corrections, renewal or cancellation of publications… will be logged
electronically in this system. As such no paper log is required anymore. Through the Folio Management,
new editions are automatically supplied (no need to order).
Cancellation of charts should be marked on the chart as soon as a new edition is published. Once received,
the obsolete edition is destroyed to prevent accidental usage; the receipt of the new edition is entered in
the electronic chart log.
4.34 SMS Procedure: Ship Operations - Navigation/Planning passage/05 Correcting
paper charts and publications
PAPER CHARTS AND NAUTICAL PUBLICATIONS
On board of the Company managed vessels, the Officer in charge of charts and nautical documents is the
Navigation Officer.
Documents for actions: Checklists action familiarization
Bridge Familiarization.

publications
guidelines.
Transmittal of Notices to Mariners (NtM) and tracings for BA Charts is done for the majority of vessels
electronically. For vessels not equipped with such electronic transmittal system of NtM and tracings these
documents are received in the office and mailed to the vessel. When available, corrections received
electronically shall always be considered as primary means for charts and publications corrections.
publications
guidelines.
Transmittal of Notices to Mariners (NtM) and tracings for BA Charts is done for the majority of vessels
electronically. For vessels not equipped with such electronic transmittal system of NtM and tracings these
documents are received in the office and mailed to the vessel. When available, corrections received
electronically shall always be considered as primary means for charts and publications corrections.
publications
T&P corrections
Navigational Warnings and T&P Notices must be available on the voyage charts and all applicable details
must be noted down or attached to the relevant charts.
The reference shall be clearly marked in pencil on the left side of the chart, ONLY when the chart has been
corrected for T&P. A suitable record and filing system has to be in place.
T&P information
The normal way to update T&P on the ENC voyage cells is by way of update CD received from the
Admiralty on a regular basis. However, not all countries include T&P corrections in a digital format, which
means that, depending on the originating country, these T&P's might then not be included in the CD
updates. A list of countries, evolving regularly, is appended to the procedure.
In fact the only guaranteed source of T&P information is the Notices to Mariners.
Accordingly, the vessel shall prepare a list of T&P's applicable to the voyage charts and verify on each
occasion that these have been included in the ENC. If they are not included electronically, the T&P notice
must be entered manually on the ENC cell.
The Admiralty provides a relatively convenient way to determine the applicable T&P for the voyage charts
through their Admiralty Digital Catalogue. It must be noted however that this catalogue is updated only by
means of the regular Admiralty Update CD's (neither by the AUS nor ChartCo). There can be a gap of some
weeks between CD-delivery and actual situation. Therefore, the paper ‘Notices to Mariners’ must always
be consulted to ensure that no T&P notice is missed. Vessels provided with Internet access can easily
download the weekly catalogue update from the UKHO website.
Additionally, ENC updates may occasionally be issued late and therefore may not be synchronized with the
corresponding Notices to Mariners (NM) and updates for paper and Admiralty Raster Chart Service (ARCS)

charts.
Consequently, it is possible to have a situation where the ECDIS NM's may not be synchronized with the
paper NM's.
Additionally, the electronic T&P information can be displayed in an unfamiliar format (e.g. info symbol)
that has to be interrogated to reveal its content.
4.38 SMS Procedure: Ship Operations - Navigation
ANNEX: BMI: 2008-001 version 1.1 Electronic charts.
ANNEX: BMI: 2008-001 version 1.1 Electronic charts.
4.40 SMS Procedure: Ship Operations - Navigation/Planning passage/06 Correcting electronic charts (ECDIS)
CORRECTING ELECTRONIC CHARTS (ECDIS)
The normal way to update ENC/ARCS cells is by way of Update CD from the Admiralty sent to each
concerned vessels on a regular basis. Between receipts of update CD's, the Company provides several
ways to update the voyage cells on a weekly basis:
Admiralty Update Service
'Admiralty Update Service' is available per e-mail. This has been satisfactorily tested and can be
implemented fleet-wise. The software for this is already on board of each vessel, on the Admiralty Utilities
CD. The self-explanatory instructions manual for the AUS is also on this CD in pdf. The AUS allows the
vessel to get the AVCS/ARCS corrections for the voyage cells by e-mail. The size is visible beforehand and
is usually acceptable. T&P corrections are included in the AUS, if they originate from countries which issue
them digitally. For vessels provided with Internet access, the AUS is the preferred procedure for updating
the ECDIS Charts, as the vessels have direct access to the UKHO updating website.
ChartCo
In a similar manner, vessels equipped with ChartCo can be provided by weekly updates of the ENC Cells.
This enables the vessels to make a CD with these weekly updates.
4.41 SMS Procedure: Ship Operations - Navigation/Sailing/05 Navigation using ECDIS
NAVIGATION USING ECDIS
Over Reliance
When working with ECDIS, there is always a danger that deck officers take the accuracy and verity of
information presented by the system for granted - in essence, steering by the ECDIS alone. ECDIS brings
tremendous advantages to navigators in the form of information, position-keeping and situational
awareness; however, it does not replace the need to undertake proper watch keeping. It is important for
navigators to cross-check the picture presented by the ECDIS against other navigational systems and
sources of information. Among the dangers associated with over -reliance are improper functioning of the
ECDIS itself, an incorrect position fix via satellite systems, incorrect chart data, faulty sensor readings and
simple human error. Furthermore, ECDIS can lure deck officers into a false sense of security.
The Company requires all officers involved in navigational watches with ECDIS to recognize:
• that a potential risk of improper functioning of the system and of data inaccuracy is inherent in the
system
• that the displayed hydrographic data are not more reliable than the survey data on which they are
based

• that the display sensor data are not more reliable than the respective sensor systems they originate
from
• that ECDIS is only a tool that supports the mariner in the performing of the navigational tasks
• that errors/inaccuracies in one subsystem may influence the performance of other subsystems and
potentially render the ECDIS useless.
The Company requires all officers involved in navigational watches with ECDIS to perform a navigational
watch which is not based on only one system.
The Company requires all officers involved in navigational watches with ECDIS to assess:
• The integrity of the system and all data at all times
• That he/she must also use other available aids to navigation and determine which ones are
appropriate.
The risks of over-reliance can be minimized by the application of preventive measures during the
control/monitoring phase of the passage plan, as prescribed by the Company.
4.42 SMS Procedure: Ship Operations - Navigation/Planning passage/04
ECDIS and electronic navigation charts.
Electronic Chart Types
Official electronic nautical charts can be in one of two formats:
• Electronic navigational charts (ENC) are official vector nautical charts. When displayed on type-
approved ECDIS equipment, they are equivalent to paper charts, as approved by the Flag State
Administration.
• Raster navigational charts (RNC) are official raster nautical charts. When displayed on ECDIS
equipment, they are not fully equivalent to paper charts and an appropriate folio of up-to date paper
charts is required.
A clear distinction between raster and vector charts must be made:
• ENCs or vector charts are compiled from a database of individual items (objects) of digitized chart
data and displayed as a seamless chart. When used in an electronic navigation system, the data can
then be re-assembled to display either the entire chart image or a user selected combination of data.
ENCs are intelligent in that systems using them can be programmed to give warning of impending
danger in relation to the vessel's position and movement.
• RNCs or raster charts on the other hand are produced by digitally scanning a paper chart image. The
resulting digital file may then be displayed in an electronic navigation system where the vessel's
position can be shown. Since the raster chart display is merely a digital photocopy of the original
paper chart, the image has no intelligence and other than visually, cannot be interrogated.
4.43 SMS Procedure: Ship Operations - Navigation/Planning passage/04
ECDIS and electronic navigation charts.
Electronic Chart Types
Official electronic nautical charts can be in one of two formats:
• Electronic navigational charts (ENC) are official vector nautical charts. When displayed on type-
approved ECDIS equipment, they are equivalent to paper charts, as approved by the Flag State
Administration.
• Raster navigational charts (RNC) are official raster nautical charts. When displayed on ECDIS

equipment, they are not fully equivalent to paper charts and an appropriate folio of up-to date paper
charts is required.
A clear distinction between raster and vector charts must be made:
• ENCs or vector charts are compiled from a database of individual items (objects) of digitized chart
data and displayed as a seamless chart. When used in an electronic navigation system, the data can
then be re-assembled to display either the entire chart image or a user selected combination of data.
ENCs are intelligent in that systems using them can be programmed to give warning of impending
danger in relation to the vessel's position and movement.
• RNCs or raster charts on the other hand are produced by digitally scanning a paper chart image. The
resulting digital file may then be displayed in an electronic navigation system where the vessel's
position can be shown. Since the raster chart display is merely a digital photocopy of the original
paper chart, the image has no intelligence and other than visually, cannot be interrogated.
4.44 NOTE: During production, ENCs are assigned a compilation scale based upon the nature of the source
data they are based on, and are allocated to a navigational purpose band related to this. As shown in
the table below there are 6 navigational purpose bands (scale ranges are indicative only).”
Navigational Purpose Name Range
1 Overview < 1:1,499,999
2 General 1:350,000 – 1:1,499,999
3 Coastal 1:90,000 – 1:349,999
4 Approach 1:22,000 – 1:89,999
5 Harbor 1:4,000 – 1,21,999
6 Berthing > 1:4,000
4.45
4.46 SMS Procedure: Ship Operations - Navigation/Sailing/04 Electronic aids to navigation
As a minimum, the GMDSS Radio Log should provide details of:
• Training of persons assigned to send distress alerts
• General training given to relevant crew members with regard to distress and safety procedures
• Operational status of the communication equipment, including its sources of energy
• Details of daily, weekly and monthly tests of equipment and batteries including the monthly security
check of each battery and its connections, the results of the monthly check on the condition of the
batteries and their compartment or compartments and the monthly inspection results of the
condition of all aerials and insulators.
• A summary of distress, urgency and safety radio communications
• Important incidents relating to the radio service
Where appropriate the position of the ship at least once per day........
4.47 NOTE: The Master shall ensure that there are equipment specific instructions in place, adjacent to the
relevant pieces of equipment, to assist an unskilled operator to send an emergency GMDSS
communication.

4.48 NOTE: There shall be a procedure in place for earthing or isolating the main transmitting antennas
whilst the vessel is alongside the berth. Where it is not possible to earth or isolate the main transmitting
antenna in port, then the GMDSS station shall be powered down.”
4.49 SMS Procedure: HSEQ – Emergency manual LPG or LNG/Emergency organization/08 Communications
External: Ship-Ship or Ship-Shore
It is the primary duty of the Officer On Watch (GMDSS) to contact other ships or shore stations in an
emergency using any means at his disposal (W/T, R/T, SATCOM, VHF).
Details of the emergency together with requirements for assistance should be transmitted without delay.
The officer on watch must be provided with all necessary details. This will include:
• Ship's position (lat. and long. also reference to land)
• Course and speed (if under way)
• Set and drift
• Weather conditions, including sea state and ice conditions
• Details of emergency
• Details of casualties
• Assistance required
NOTE: Emergency pro-forma messages shall be compiled ready for transmission via Sat communications
4.50 SMS Procedure: Ship Operations - Navigation/Sailing/04 Electronic aids to navigation
Training and familiarization
The Masters and navigation officers must be fully aware of the operations and functionalities of their
ECDIS. To achieve this level of awareness the Company is sending all deck officers to an operator course
for the specific equipment available on their vessel. Additionally, no officer shall be permitted to be in
charge of a Navigational watch before he/she has been thoroughly familiarized on board with the Bridge
equipment. A thorough familiarization process specifically for the ECDIS shall be undertaken when a new
officer joins the vessel. A ship Specific procedure shall cover the ECDIS familiarization process.
Aside from normal operation of the system, it must not be left for the designated navigation officer to
have sole knowledge on the updating procedures and process: all officers must be fully aware of how to
proceed with updates. All officers must regularly be involved and trained in the process by the designated
navigation officer.
To facilitate the familiarization and the daily operation of the system, the ECDIS quick guide shall be
available in the vicinity of the equipment. Additionally, the Company puts Seagull's Training System at the
disposal of the vessel's crews, which contains several modules pertaining to the use of ECDIS, as well as a
training workbook and procedure. A ship and equipment specific chapter has been drawn up to ascertain
the proper familiarization of an officer following the workbook with the ECDIS equipment on his vessel.
4.51 SMS Procedure: HSEQ Emergency manual / ECDIS failure
So as to prepare the officers to the unlikely event of an ECDIS total failure, a drill shall be held on board on
a three-monthly basis. A drill involving the Company and the Makers shall be held once a year, in a similar
manner as Table top exercises.

4.52 SMS Procedure: Ship Operations - Navigation/ NAV 002

The Company only allows vessels to sail with ECDIS as primary when the system's software is regularly
updated so as to display the latest IHO Presentation Library and conforming the latest IHO standards, as
declared by the Makers. For these vessels, a standard basic paper charts inventory will be provided and
kept active, to facilitate passage planning and to provide an additional back-up in some critical areas,
which include but may not be limited to Dover Strait, Singapore Strait and Gibraltar Strait .
4.53 SMS procedure: Ship Operations - Navigation / NAV 002
Appraisal with ECDIS and ENC
This stage of the plan must identify that the required electronic charts are available and corrected up-to-
date. Areas where ECDIS would be operated in RCDS mode should be identified, with appropriate paper
charts available. The requirements of coastal states during periods of coastal passage must be considered
with all relevant publications and sailing directions reviewed. Safety contours must be established and
information relating to weather, current, tides, chart datum, draft, speed, environmental limits, air draft,
squat and general hazards such as high traffic concentrations must be prepared and made available.
The concepts of safety contours and safety depth are key functions specific to electronic charts that need
to be taken into consideration and properly set-up.
The Safety Contour shall take the Company's UKC policy into account. The Safety Contour should be
changed according to the situation, i.e. whether the ship sails in deep or in shallow waters, always as a
minimum following the Company's UKC policy. The change of safety contour can only be performed with
the Master’s authorization.
4.54
ANNEX: BMI:2008-003 Version 1.1 Notifications on Long-Range-Identification and Tracking of ships
(LRIT)compliance
5 MARITIME PILOTAGE
5.1 SMS Procedure: Ship Operations - Navigation/Sailing under pilotage/04 Master pilot exchange
MASTER PILOT EXCHANGE
Pilot on board
The Pilotage will need to be discussed with the pilot as soon as he comes on board. Any amendments on
the plan should be agreed, and any consequential changes in individual bridge team responsibilities made,
before pilotage commences......
WATCHKEEPING
During navigation with Pilot embarked, the principles as given in the STCW (Section A-VIII/2) are to be
strictly applied. For easy reference the articles in question are given below.
Quote
Navigation with Pilot on board.
Despite the duties and obligations of Pilots, their presence on board does not relieve the Master or the

If in any doubt as to the Pilot's actions or intentions, the Officer in charge of the navigational watch shall
seek clarification from the Pilot and, if doubt still exists, shall notify the Master immediately and take
whatever action is necessary before the Master arrives.
Where pre-arrival exchange has not taken place, extra time and searoom may need to be allowed in order
to discuss the plan fully before pilotage commences.
The Pilot should be handed the Pilot Card and shown the Wheelhouse Poster. The Wheelhouse Poster
provides a summary of ship maneuvering information. A maneuvering booklet containing more detailed
information may also be available on the bridge.
There will be circumstances where a debriefing between one of the Bridge Team members and the Pilot
could identify improvements in the conduct of further pilotage operations.
5.4 NOTE: Standard form from BPG updated for ship specific equipment to be in use.
Despite the duties and obligations of Pilots, their presence on board does not relieve the Master or the
The relation ‘Bridge Team’ and Pilot is fully described in the publication ‘Bridge Team Management’
(chapter 7. Navigating with a Pilot on board) and must be fully adhered to. Any order given by the Pilot
directly to the helmsman must be controlled by the bridge team.
5.7 SMS Procedure: Ship Operations - Navigation/Sailing under pilotage/03 Pilot Boarding
PILOT BOARDING
All requirements from the Code of Safe Working Practices for Merchant Seaman Chapter 6 (Means of
Access and Safe Movement) are to be fulfilled and are fully adhered to.
The Pilotage Passage Plan should be discussed with al members of the Bridge Team prior to the Pilot
boarding the vessel. The Master should advise the Bridge Team that the Pilot will effectively be a new
member of the ship’s Bridge Team, who may not be familiar with the vessel ’s equipment or handling
characteristics. The Master should emphasize that the presence of a Pilot aboard the vessel does not
release the Bridge Team from their respective duties or responsibilities.

ANNEX - Navigational Audit Guidance

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ANNEX - Navigational Audit Guidance

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Exmar Shipmanagement NV

SHIP OPERATIONS - NAVIGATION NAV-Annex

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0.5 SMS Procedure: Ship Operations - Navigation/Vessel Preparation/05 Deck Preparation

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0.9 SMS Procedure: Management Responsibilities/Navigation policy

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1.5 SMS Procedure: Crew management/Function list sea/14 Deck officer

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1.9 SMS Procedure: Ship Operations - Navigation/Sailing/03 Bridge watch keeping

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1.12 SMS Procedure: Crew management/Function list sea/19 Master

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1.16 SMS Procedure: Management responsibilities/Company policy/08 well-being of the crew

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• Pilotage and tug areas

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“Passage Planning: General

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3.2 SMS Procedure: Ship Operations - Navigation/Sailing/03 Bridge watch keeping

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3.8 SMS Procedure: Ship Operations - Navigation/Sailing/15 Record keeping

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3.20 SMS Procedure: Ship Operations - Navigation/Sailing/15 record Keeping

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3.34 SMS Procedure: Ship Operations - Navigation/Sailing/ procedure 09-10

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• Torch lights with loaded batteries are available

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4.5 SMS Procedure: Ship operations - Navigation/Sailing/04 Electronic aids to

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4.14 SMS Procedure: Ship Operations - Navigation/Sailing/15 Record keeping

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4.28 SMS Procedure: Ship operations -Navigation/Sailing/04 Electronic aids to navigation

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4.52 SMS Procedure: Ship Operations - Navigation/ NAV 002

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