Document No.: ZZ-S-P-07.30.

01-E Issuer: Chief of Marine Administration

Revision Date: 2006/04/01 Approver: Chief of SMS Management

Hazardous Navigation (Confined Water Passage)

1. Preparing for Navigation in Confined Waters

The master must make preparations for navigation in confined waters in
accordance with the following:

1.1 Plan for Navigating Confined Waters

When confined waters are to be navigated, the optimum passage plan must be
drawn up by taking the following steps in advance: Checking and studying
nautical charts, sailing directions, coast pilot, and notices to mariners, etc.
and grasping the topography, depth, and navigational aids, weather and sea
conditions, and the passage of other ships:

1.2 Check of Nautical Charts and Course Line

Check that nautical charts necessary for navigating the confined waters are
available and that the course line to be navigated is safe and appropriate.

1.3 Establishing of Landmarks for Altering Course and Clearing Line

Select conspicuous landmarks abeam of the ship at way points and set the
course so that steering targets can be obtained. Also establish a clearing line
by means of conspicuous leading marks in transit on the fore and aft or
bearings so as to ensure safe passage by evading with certainty such obstacles
as sunken rocks and shoals.

1.4 Adjustment of Draft and Trim

Order the chief officer to adjust the draught and trim of the ship before
navigating confined waters if, considering the draught for passing the seaway,
shallow water effect, maneuverability, etc., it is deemed necessary.

1.5 Calculation of Tidal Current, Tides, Etc.

The third officer must calculate and enter in the Tide and Current Note the
tidal current, tides, sunrise and sunset, and other parameters and also
display them in the specified location on the bridge.

1.6 Check of Main Engine Start Up

a) Before entering confined waterways, as far as practicable the main engine
must be stopped in a safe area and tested for going forward and astern and
the main engine and steering gear checked to see if they operate properly.
However, when safety is not ensured because of dense traffic or because of
weather and sea conditions, etc., this may be waived at the discretion of
the master.
b) The fact of the main engine trial operated and the results, or that the
operation check could not be carried out, must be entered in the ship's log.

1.7 Reporting to Master

a) The master must advise the officer of the watch the ship's position at
which the master wishes to be notified and also mark the position in the
nautical chart.
b) The officer of the watch must promptly notify the master when the ship
reaches the above position.

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 Document No.: ZZ-S-P-07.30.01-E Issuer: Chief of Marine Administration
Revision Date: 2006/04/01 Approver: Chief of SMS Management

Hazardous Navigation (Confined Water Passage)

2. Master's Command
The master himself must take command on the bridge when navigating
confined waters.

3. Passage through Confined Waters

The master must strive for the safety of the ship by strictly observing the
following when passing through confined waters:

3.1 S/B of Main Engine

a) The master must advise in ample time the chief engineer or the duty
engineer of the time scheduled for S/B eng.
b) The chief engineer, if the ship is on UMS operation, make the engineers
and engine department ratings go on watch at an appropriate time.
c) The duty engineer must carry out the preparatory work and put the
engine room in a S/B condition in accordance with the S/B work procedure
of each ship.
d) The chief engineer must direct the engine work from the engine control
room.
e) The master must order S/B eng. when the scheduled S/B Eng. position is
reached.

3.2 Proper Lookout

A particularly strict lookout must be kept when passing through confined
waters, by giving consideration to the following:
a) The keeping of a visual lookout and not just radar and ARPA; and
b) Listening to VHF Ch. 16 or the channel specified by local rule.

3.3 Switching to Manual Steering

Put the steering gear in parallel operation and switch to manual steering as
and when the necessity arises. Also, if necessary, station a person to relieve
the helmsman.

3.4 Check of Ship's Position

The master must have the duty officer of the watch fix the ship's position
promptly and frequently from such sure marks as conspicuous landmarks or
sea beacons, which he must check and must also grasp the deviations from
course by targets fore and aft of the course or by the distance abeam from
targets.

3.5 Notification by Reporting System

When there is a reporting system established by the government of the coast
of the confined seaway through which the ship is passing, report in
compliance with that system.

3.6 Traffic Separation Schemes

When a traffic separation scheme is employed in the confined seaway through
which the ship is to pass, comply with that scheme and proceed.

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 Document No.: ZZ-S-P-07.30.01-E Issuer: Chief of Marine Administration
Revision Date: 2006/04/01 Approver: Chief of SMS Management

Hazardous Navigation (Confined Water Passage)

3.7 Signals To Attract Attention and Maneuvering Signals

Ready signal lights on the bridge so that they be used at any time and actively
give signals to attract attention to unlit fishing boats, etc. and strangely
acting vessels, etc. Give maneuvering and warning signals specified in
COLREG as occasion demands.

3.8 Signals of Deep Draft Vessel

When deemed necessary judging from the ship's draught, the depth of the
seaway and other surrounding circumstances, hoist three red lights in a
vertical line by night and a black cylinder by day.

3.9 Soundings
When necessary, take continuous soundings.

3.10 Housed Anchor and Anchor Chains

Keep the windlass clutches and chain stoppers operable by man power, when
their electric power is switched off., so that the anchors on both sides are
ready to be cast.

4. Ending of Navigation in Confined Waters

The master, when navigation in confined waters is over or when he judges
that it is not navigation in confined waters any more, must change the watch
to normal navigation watch and call off the S/B state of the engine.

5. Safe Navigation of VLCC, Product Tankers and GAS Carriers through

Malacca and Singapore Straits
The master, when passing through the Strait of Malacca and the Strait of
Singapore, must ensure safe navigation by making a comprehensive judgment
based on the ship's draught, tidal height and current, the likelihood of squalls,
the activities of fishing boats, traffic density, the time of passing through
confined waters, and other factors.

Also, when passing through the Strait of Malacca and the Strait of Singapore,
navigation must be in accordance with the following standards.

5.1 Drafts of VLCCs

When the VLCCs transit at Straits of Malacca and Singapore, passage plans
must be prepared with the following criteria;

a) During passage through the Malacca and Singapore Straits, must always
ensure an UKA (Under Keel Allowance) of at least 3.5 m.
b) The master should comply with the Mariners’ Routing Guide for Malacca
and Singapore Straits (BA Chart 5502).
c) For East Bound
From One Fathom Bank to Eastern Bank, while passing off the listed shallow
areas as below, the Tidal Window should be at least 2 hours, which includes at
least 1 hour in hand after transit, as a safety measure against any unexpected
delay.

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 Document No.: ZZ-S-P-07.30.01-E Issuer: Chief of Marine Administration
Revision Date: 2006/04/01 Approver: Chief of SMS Management

Hazardous Navigation (Confined Water Passage)

Minimum Depth of Water on Course and UKA are as follows:

One Fathom Bank: 23.0m /3.5m
Batu Berhanti: 22.5m /3.5m
Eastern Bank: 23.5m /3.5m

The Master must prepare the passage plan according to below criteria and
send the information (estimated draft and ETP for the above points) with
Cargo Unloading Plan to the Marine Administration Manager after departure
from last loading port.

i) Planned speed of transit 10 to 13 knots

ii) Transit of Philip Channel Racon D is after sunrise
iii) Transit of Horsburgh Light House is before sunset

5.2 Time Band for Passing Straits

The vessel should not pass off Singapore during the night. However, the vessel
is permitted to pass during the night in order to maintain her schedule
subject to the confirmation of the Marine Administration Manager.

"Off Singapore" means the following water areas:

a) For westbound vessels: From around Horsburgh Lighthouse (104-24E)
westward to Sultan Shoal Light Beacon (103-39E)
b) For eastbound vessels: From Philip Channel Racon "D" (103-39E)
eastward to around Horsburgh Lighthouse (104-24E)

5.3 Navigating Speed

Navigate at safe speed, decreasing to less than 12 knots and so on, if
necessary.
The speed in the areas of One Fathom Bank and Off-Singapore shall not
exceed 12 knots.

5.4 Use of Engine

The main engine should be put on S/B and the speed reduced in accordance
with circumstances in the following sea areas:
a) Sea area around One Fathom Bank;
b) Sea area between Phillip Channel to St. John Island (outside Singapore
harbor); and
c) Sea area around Eastern Bank.

5.5 Navigating Procedures

5.5.1 Near the Main Channel and Phillip Channel, pay close attention to the
movements of ships entering and leaving Singapore harbor.

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 Document No.: ZZ-S-P-07.30.01-E Issuer: Chief of Marine Administration
Revision Date: 2006/04/01 Approver: Chief of SMS Management

Hazardous Navigation (Confined Water Passage)

5.5.2 When transit west-bound in the Singapore Strait in the direction of Raffles
Lighthouse, the right of way must be given to deep draught vessels heading
from Phillip Channel to the SBM installation (1ｰ11'25"N, 103ｰ47'24"E). (IMO
Rule)

5.5.3 In deep water seaways, there must be no overtaking of ships so far as

practicable.

5.6 Check of Ship's Position

Continuous checks of the ship's position must be made regardless of day or
night when in transit.

5.7 Reporting requirements

In order to check the effectiveness of Iridium phone and to monitor the safe
passage of Oil Tankers & Gas Carriers while on their East – West bound
route through the Malacca strait, the Master’s should comply with the
following additional reporting requirement:

a) On West bound route, the vessels should initiate a telephone call to the
designated / alternate Superintendent (SI) using the Iridium phone, when
passing the Horsburgh Light and after passing One Fathom Bank (OFB).

b) On East bound route, the vessels should initiate a telephone call to the
designated / alternate Superintendent (SI) using the Iridium phone, when
passing One Fathom Bank (OFB) & after passing the Horsburgh Light

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