UKC Policy:

Min UKC for sailing in

Channels, Fairways, Confined Min UKC whilst moored at Sea
Waters and Port Approaches Island Terminals, SBM, Open Min UKC whilst berth alongside
Min UKC at Open Sea *3 *5 Locations, STS a terminal or at CBM

Where the UKC exceeds 50% Whilst “Underway” the

of the vessel's current minimum UKC required is
maximum static draft, the 1.5% of the moulded breadth Minimum UKC of 15% of the 1.5% of the moulded breadth of
vessel’s UKC shall not fall of the vessel, but not less current maximum static draft the vessel, not falling short of
shorter than 4m after taking than 0.80m, after taking into not falling short of 1.5m, after 0.50m, after taking into account
into account applicable account applicable dynamic taking into account applicable applicable dynamic factors
dynamic factors *2 *4 factors *4 *9 dynamic factors *4 *8 *9 *4 *8 *9
Notes:
*1
For UKC calculation, refer to "Preparation For Sea" and the Form “Under Keel Clearance Calculation”. The drafts referred to
in the above table are the drafts of the vessel in the prevailing water density at the specific location. If there is any doubt as to
the actual water density, then the fresh water draft shall be assumed so as to err towards safety.
*2 Masters shall plan their voyages to avoid transiting areas where the Vessel's UKC shall not fall shorter than 4m after taking
into account Applicable Dynamic Factors. When at open sea the Vessel should avoid sailing over banks or shoals, even when
this complies with UKC.
*3 Areas which for navigational reasons, such as the presence of shoals or other dangers, confine the movements of the ship
within narrow limits, such as separation schemes (TSS), straits, precautionary areas. They are generally closer than 20
nautical miles to the shore base line.
*4 Dynamic factors include squat, motion due to wind, wave and swell, heel experienced in a turn etc.
*5 Channels, Fairways and Port Approaches shall mean those areas that are generally within the jurisdiction of a port authority,
and actively managed, including dredging.
*6
Where a Port Authority, terminal, or Charterers require a greater UKC than prescribed within this policy, the stringent UKC
shall be adopted.
*7
For any combination of circumstances, the stringent UKC shall prevail.

*8 If there is any doubt of the ability to comply with the UKC requirements, advanced contingency plans are to be made to
vacate the berth and proceed to deeper waters to await a higher tide before re-berthing and resuming cargo operations. Such
contingency plans are required to include consideration of requirements for tugs, pilots, line-handlers, cargo hose
disconnection, etc.
*9 When calculating the UKC, the ENC survey quality shall be taken into consideration. In cases of ZOC C and D that denote
low accuracy surveys resulting in inadequate UKC, the Operator shall be advised and consulted. As soon as information from
Port Authorities, Terminals, Pilots, Port agents and previous Master’s experience indicate that there is adequate UKC/ water
depths, no CATZOC allowance will be entered in UKC calculations.
The accuracy of the charted depths (Category Zone of Confidence) within ENCs required for the voyage is to be considered.

Where it is known that Charterers, Port Authorities or Marine Terminals have no defined UKC allowance, or exercise less
stringent UKC allowances than Company's UKC policy, the Company's Net UKC procedure should apply, unless the Master, in
consultation with Company Operations Department, makes a full Risk Assessment of the situation, and secures an approval
from the Vessel's Operator for the reduced UKC allowance.