BPM COPY1

WILHELMSEN SHIP MANAGEMENT BRIDGE PROCEDURE MANUAL

1 GENERAL

1.1 - Authorisation & Preamble

1.1 DS725 8 30/06/2012

1.2 - General Statement, Navigation

1.2 PO001 4 30/06/2009

1.3 - Table of Contents

1.3 DS126 19 30/06/2014

2 BRIDGE RESOURCES MANAGEMENT

2.1 - Composition Of The Watch

2.1 DS001 3 01/03/2008

2.2 - The Bridge Team

2.2 IR001 4 30/06/2009

2.3 - Lookout Requirements

2.3 DS002 6 30/06/2009

2.4 - Watch Manning Levels

2.4 DS003 8 30/06/2014

3 DUTIES AND RESPONSIBILITIES

3.1 - Master

3.1 IR002 10 30/06/2010

3.2 - Officer Of The Watch

3.2 IR003 13 30/06/2014

3.3 - Helmsman

3.3 IR004 5 30/06/2009

3.4 - Dedicated Lookout Man

3.4 DS004 5 30/06/2009

3.5 - Master - OOW - Pilot Relationship

3.5 IR005 7 30/06/2014

4 PASSAGE PLANNING

4.1 - Objective

4.1 PD064 6 30/06/2009

4.2 - The Voyage Plan Forms

4.2 PD065 7 30/06/2011

4.3 - Responsibility And Planning Procedure

4.3 PD443 11 30/06/2014

5 CHARTS AND PUBLICATIONS

5.1 - General

5.1 PD067 6 30/06/2011

5.2 - Responsibilities

5.2 IR006 6 30/06/2010

5.3 - Electronic Charts

5.3 PD068 8 30/06/2014

5.4 - Chart Folio Index & Chart Correction Log

5.4 PD069 7 30/06/2011

6 RADIO COMMUNICATION

6.1 - Radio Communication

6.1 PD070 3 01/03/2008

6.2 - Priority Of Communications

6.2 PD071 3 01/03/2008

6.3 - Daily Reporting

6.3 PD439 3 01/03/2008

6.4 - Distress Communication

6.4 PD072 3 01/03/2008

6.5 - GMDSS Log And Record Keeping

6.5 PD073 5 30/06/2014

6.6 - VHF

6.5 PD074 3 01/03/2008

6.7 - False Alerts

6.7 PD075 3 01/03/2008

6.8 - AIS

6.8 PD076 3 01/03/2008

7 NAVIGATION EQUIPMENT

7.1 - Responsibility

7.1 IR007 8 30/06/2009

7.2 - Checks & Tests

7.2 PD077 9 30/06/2014

7.3 - Operation And Maintenance

7.3 PD078 16 30/06/2014

8 REQUIREMENT IN SPECIFIC WATERS

8.1 - USCG Requirements

8.1 PD079 2 01/12/2008

8.2 - Baltic Sea

8.2 PD478 2 01/12/2008

8.3 - Suez Canal Transit

8.3 PD479 2 01/12/2008

8.4 - North Sea & English Channel

8.4 PD480 2 01/12/2008


8.5 - Malacca/Singapore Straits

8.5 PD481 3 15/06/2013

8.6 - Japan Inland Sea

8.6 PD482 2 01/12/2008


This Bridge Procedures Manual (BPM) is authorised for use on board all ships fully managed by Wilhelmsen Ship Management (WSM), Golar Wilhelmsen Management (GWM) and Barber Moss Ship Management AS (BMM).

The BPM describes the procedures to be adopted on board for safe navigation.

The Master and all Navigating Officers shall acquaint themselves with the contents and ensure compliance with the procedures by the entire Bridge Team

There shall be one paper copy of the BPM on board each vessel which shall be kept on the bridge. The copy of the BPM is subject to revision.

The updated revision of this manual shall also be found in the electronic application, DocMap, and the contents on DocMap classified as controlled documentations.

This Manual should be read in conjunction with the Bridge Procedures Guide & Bridge Team Management contained within the Standard Technical Library

This manual may be provided to ships staff as appropriate, but never to people outside Wilhelmsen, unless the Managers approval is obtained.

2012-06-30

Christina Cheh

Documentation Committee, Chairman


1.2 General Statement, Navigation

The master has the ultimate responsibility for the safe navigation of the ship.

The master has absolute and overriding authority and responsibility to make appropriate decisions in matters regarding safety and pollution prevention, and to request for any assistance he considers necessary.

The ship shall always be navigated in a manner that ensures the safety of Life, the safety of the ship, the safety of the cargo, and safety of the marine environment. The safety of life and the safety of the ship take precedence over all other considerations. The safety of other ships and property shall also be taken into consideration during the process of navigation.

The bridge shall be sufficiently manned during all stages of the vessels passage from one berth to the other. The watch manning levels shall be at least those as laid down in this manual.

All the voyages shall be carefully planned and executed as per the voyage plans. Such plans shall be prepared in accordance with the instructions given in this manual. The ships progress shall be monitored on official, up-to-date charts.

All essential navigation equipment and associated machinery shall be maintained in a fully operational condition. In case of failure, rectification shall be sought as soon as possible.

For advice on Navigational issues, the Master shall consult the HSEQ Manager.

On tanker vessels and other vessels when deemed necessary, a navigational audit by an independent Auditor shall be arranged annually by the company and the results used for system improvement on board.

A factual recording of all voyage events shall be made in appropriate logbooks, forms and provided by the company. Voyage Data Recorders shall be kept in use at all times. Emergency situations shall be identified and described, plans shall be drawn up and drills held to be prepared for emergency actions.

All newly assigned watch keeping officers shall be familiarized with the bridge equipment and the operation thereof, navigational procedures, and the voyage plan before being given independent charge of a navigation watch.

Wherever applicable the ship shall comply with the local ship reporting, Vessel Traffic Services (VTS) and traffic routing systems in place.

In addition to the Companys policies and procedures laid down herein, due consideration shall also be given to all local, national and international regulations.

The composition of the bridge watch shall be such that a proper lookout and continuous monitoring of the ships progress is possible. The following factors shall be among those that


shall be taken into account by the master, when deciding the composition and arrangement of the watch:

Visibility, weather conditions, daylight or darkness, and state of the sea.

Traffic density and any other activities conducted in the area.

The attention required when navigating in or near traffic separation schemes or routing measures, or the proximity of navigational hazards.

The fitness for duty of any crewmembers on call who are assigned as members of the bridge team.

The experience of each Officer of the Watch (OOW), and the familiarity of the OOW with the ships equipment, procedures, manoeuvring characteristics, and capabilities.

Activities taking place on board the ship at any particular time, including radio communication activities, and the availability of assistance to be summoned immediately to the bridge when necessary.

The operational status of the bridge equipment, instrumentation and controls, including the alarm systems.

Rudder and propeller control and related manoeuvring characteristics.

The size of the ship and the field of vision.

The layout of the bridge, if it inhibits any member of the watch from detecting any external development.

The need to ensure that at no time the bridge is left unattended.

Whether the ship is fitted with automatic steering.

Unmanned machinery space (UMS) controls, alarms and indicators provided on the bridge, procedures and / or limitations for their use.

Any unusual demands on the navigational watch that may arise as a result of special operational circumstances anticipated manoeuvres, etc.

2.2 The Bridge Team

2.2.1 Objectives

The objectives of this section are:

To outline the composition and the functions of the bridge team.

To ensure that the bridge team is well briefed and that all members interact and support each other in carrying out a safe navigational watch.

To maintain the safety of navigation from one watch to the other, and throughout the voyage.

To eliminate the danger that an error on the part of one person could result in a hazardous situation.

2.2.2 The Bridge Team

All ships personnel who are certified to perform bridge navigational watch duties as per STCW 95 requirements may be called upon to be part of the bridge team.

The team may comprise of:

The Officer of the Watch (OOW) in-charge of Bridge Team until relieved by the Master.

Helmsman, one or more.

Lookout, one or more.

The Master supporting member until he relieves the OOW. He then assumes charge.

An additional OOW as supporting member as and when required as decided by the Master.

One or more pilots, as supporting member of the bridge team when vessel is under pilotage.

2.2.3 Duties of the team

The bridge team shall support each other through proper co-ordination of activities and effective communication to ensure good situational awareness. The bridge team should


be able to anticipate dangerous situations arising and recognize the development of a chain of errors, thus enabling them to take appropriate actions to break the sequence.

The bridge team is responsible for safe and proper navigation of the ship, maintaining communications with the engine room and other key personnel responsible for various functions on board.

The watchkeeping officers, acting as OOW shall ensure that all relevant information is passed on across watches. Refer to Sec.3.2.3.

The bridge team should keep the Master informed of all significant events when the Master is not on the bridge.

When the pilot is on the bridge he is a part of the bridge team, but the responsibility of the safe navigation of the ship lies with the Master.

The master shall appoint a navigational officer to brief any new personnel joining the vessel before he becomes a part of the bridge team. The joining officer will be required to acknowledge familiarization on form B-01 (Ref. BPM Appendix).

Any doubts regarding any assigned task or duty shall be clearly explained before taking over the watch.

2.2.4 Bridge Team Meeting

Prior to commencing pilotage and sea voyage the Bridge Team shall as far as possible meet and discuss the features of the relevant voyage plan and their own and each others roles in it.

The main features to be discussed include the following, but are not limited to:

Navigational hazards along the route.

Areas of high traffic densities that can be expected and the actions required.

Watch levels and possible external conditions en route that may necessitate change of level, such as heavy weather, and the fatigue factor of the watchkeepers.

Operational status of navigational equipment.

Mandatory and voluntary vessel traffic services (VTS), ship reporting, and traffic routing systems along the route.

Any security issues that can be expected, such as pirates.

The importance of cross checking positions derived from electronic aids by visual or radar fixes.

Information that should be routinely reported to the master as stated in the masters standing orders, any requirements to keep the master fully informed, and of the circumstances under which the master should be called.

2.2.5 Restrictions on Bridge Team use of Distracting Devices

The master must disallow the inappropriate use of mobile phones and other electronic gadgets during watch that might distract the OOW from keeping a safe navigational watch

2.3 Lookout Requirements

2.3.1 Purpose

The purpose of the lookout shall be:

Maintaining a continuous state of vigilance by sight and hearing as well as by all available means, to detect any external factors that may influence the safety of navigation or security of the ship

Detecting ships or aircraft in distress, shipwrecked persons, wrecks, etc.

Reporting and/or acting upon detection of the above.

2.3.2 Dedicated lookout

When the Bridge Team is active, a dedicated lookout that is adequately rested and fit shall be posted as follows:


From sunset to sunrise.

During the day, when visibility is restricted.

During heavy weather when the visibility is not clear

When entering or leaving port.

When the vessel is transiting through narrow waters.

When there is moderate or greater traffic density.

When the vessel is responding to a distress call.

On the poop when moving astern, if situation demands.

In any other circumstances as dictated by the Master.

However the Master may allow the OOW to be the sole lookout as outlined in 2.3.4.

2.3.3 Non-interference

The lookout should not be assigned to other duties which could interfere with the primary task, nor his attention diverted from being constantly on the alert.

2.3.4 Sole lookout

The Master shall not permit the OOW as sole lookout during period of darkness (watch Level 2). However he may permit the OOW to be the lookout during daytime (watch Level 1), provided full account has been taken of all relevant factors including, but not limited to:

Visibility is good and there is little or no traffic around.

There are no navigational hazards in the vicinity.

Assigned personnel are on easy call in case the above circumstances change.

The assigned personnel are aware that they are on call.

The OOW understands that he shall not engage in activity such as Chart correction when he is the sole lookout.

On vessels certified to go with the OOW as sole member of the bridge team (BI Class Notation), the Master must be assured that navigational or other duties does not distract the OOW from keeping a continuous lookout.

The Master shall assign the watch manning levels, as given below, for each stage of the passage in the Voyage Plan and anchoring. These levels shall continuously be assessed during the voyage and modified as required.

Watch Level Watch Personnel Situation

Level 1 OOW Open seas in day light conditions


Day light at anchor

Level 2 OOW

Dedicated Lookout

Open seas from sunset to

sunrise

Moderate traffic conditions

At anchor at night, in restricted visibility or high density anchorage

Level 3

OOW

Master** Dedicated Lookout

Helmsman

Dense traffic conditions

Restricted waters

Reduced visibility in open seas

River / Canal transit (may also be

under pilotage)

Level 4

OOW

Master** Dedicated Lookout

Helmsman

Extra Lookout (at the discretion of the Master)

Dense traffic conditions

Restricted waters

Reduced visibility

Arrival / departure ports

Pilotage*

River / Canal transits

Arrival / Departure anchorages

3.1.1 Responsibility

The Master has the ultimate responsibility for the safe navigation of the ship.

3.1.2 Duties

The Master must ensure that the bridge is sufficiently manned at all times of the passage.

He must ensure that all equipment is maintained in the best possible condition and that all necessary charts and publications are onboard.

He must ensure that a system is established for OOW to sign and acknowledge the Navarea warnings, Navtex messages, etc. and information relevant to that voyage be transferred to the charts as applicable. Withdrawn warnings should be cancelled accordingly.

He must keep the OOW informed of his whereabouts, to enable the OOW to call him on short notice.

He shall continuously reassess the watch manning levels during the passage.

He must ensure that new watchkeeping officers are briefed and familiarized with the navigational equipment including the vessels maneouvering characteristics / limitation and their duties before they are assigned independent watch.

He must ensure all watchkeeping officers are sufficiently rested as per STCW recommendations, in particular, the watchkeeping officer of the first watch after departure from port.

He must ensure all watchkeeping officers including himself are fully familiar with the manoeuvring operation and steering stand / panel including proficiency in hand steering, change over procedures from hand to auto to NFU to emergency, steering on NFU and emergency etc. He must ensure that officers get sufficient practice in hand steering.

In overseeing the navigation of the vessel, the Master must require compliance with COLREGS and that the ship proceeds at safe speed at all times.

Apart from the company forms as provided in the Appendices of this manual, it is recommended to utilize any of the form B6-B13 (as applicable for any situation) as given by the ICS Publication, Bridge Procedures Guide.


The Master shall perform a random check on the updating of Navigation Charts and Publications at least once per month and the same shall be recorded in the Deck Log Book.

The Master shall, during his tenure conduct a Navigational Audit using the Form D-42. Non Conformances should be corrected as soon as possible.

If even the slightest doubts exist to whether the vessel has made contact with another vessel at sea the Master must stop his vessel and do what required necessary to determine the status of the other vessel. Nearest coastal state and company shall by fastest means be notified if situation require.

3.1.3 Presence on the bridge

The Master shall be on the bridge:

When entering/leaving port, docking, undocking, or shifting the ship in restricted waters.

When approaching an anchorage, and when anchoring the vessel.

At any other times he judges conditions as a significant threat to the vessels safety.

3.1.4 Delegation of Authority

The Master may, when fatigued, or to prepare himself for more demanding tasks and passages, delegate his authority to a Senior Officer or the OOW. He may then leave the Bridge in order to rest. He shall take into consideration the OOWs ability and experience before deciding to delegate his authority. (However, under the circumstances described in 3.1.3. he shall be on the Bridge.)

3.1.5 Masters Order Book

The Master shall enter his own standing orders in the Masters Order Book.

When he plans to be away from the bridge for a considerable period of time, he shall enter his orders and instructions in the appropriate pages of this book. Nevertheless such orders shall be left daily whilst the vessel is at sea or at anchorage

He must enter changes in the voyage plan.

He must include the minimum CPA and TCPA to be maintained depending on traffic density in his standing instructions. Wherever applicable, he shall also state different CPAs for different categories of waters. The recommended guideline is 1.5nm for CPA and Masters discretion shall apply for coastal area.

He must also include a ban on the usage of mobile phones; PDA (personal digital assistant); computer note-books and any other electronic gadgets that will distract the OOW and/or his assistant from keep a safe navigational watch.

He must date and sign the orders which shall be acknowledged as read and understood by the watch keeping officers.

3.1.6 Taking over the control of the bridge

The Masters decision to take or hand over control of the bridge must be clear and unambiguous and this shall be acknowledged by the OOW and entered in Deck Log book.

3.1.7 Search and Rescue (SAR)

The Master must be aware that the ship has SAR obligations under SOLAS.

Ships that are in a position to provide assistance, on receiving a signal from any source that persons are in distress at sea, are bound to proceed at all speed to their assistance. And, if possible, to inform them or the SAR service that the ship is doing so.

3.1.8 Anchoring

The Master should give the anchoring party clear instructions as to the anchoring / anchor weighing procedure.

The anchor party shall keep the Master informed of the direction and strain of the anchor chain.

The Master shall determine the level of anchor watch to be kept.


3.1.9 Heavy Weather Precautions / Restricted Visibility

When experiencing heavy weather conditions and/or restricted visibility, the Master must take prudent decisions regarding speed reductions, alteration of course etc. to prevent damage to ship and equipment.

Master shall ensure that his decisions must take into consideration the safety of the vessel and not be commercially pressurized.

3.1.10 Training of watchkeepers

The Master must satisfy himself that his watchkeepers are familiar with the handling of different situations, possibly by rotating duties both underway and during mooring operations.

Under his supervision and after considering the circumstances, he should permit his chief officer to perform vessel manoeuvers like anchoring, changing over from hand steering to auto to NFU to emergency and pilot station approach to increase their ship-handling experience.

He must frequently test the watchkeepers to ensure:

That they are proficient in Radar /ARPA operation and plotting.

That they can use the Electronic Chart Display and Information system (ECDIS) with Raster Chart Display System (RCDS) or Electronic Navigational Charts (ENC) and are aware of the differences between these, and limitations of each system.

That they understand the limitations of the navigational equipment, and are prepared to use backup systems (e.g. sextant and tables).

That they know the COLREGS thoroughly and adhere to them.

That they understand their duties properly and execute them to the fullest possible extent.

That they fully understand the vessel manoeuvring characteristic / limitations given on Wheel House Placard

That they understand the voyage plan from berth to berth and are able to execute the voyage plan properly and monitor the progress of the ship relative to the plan as per chapter. 3.2.4.5

3.1.11 AMVER participation

The Master shall ensure that the vessel participates in the AMVER reporting program and reporting system of other Port State whenever applicable.

3.1.12 GMDSS

The Master shall ensure that only qualified personnel should operate equipment for GMDSS purposes and keep a proper record of communication.

He shall be guided by the provisions of the SOLAS Ch.4, Reg.17, the ALRS Vol.5 and the IMO-GMDSS book (ref.Yellow Book, Ch.4, sec.1) for the conduct of GMDSS Communication.

3.2.1 Authority and Responsibility

The Officer of the watch is the Masters representative and is responsible to the Master at all times for the safe navigation of the ship and for complying with the COLREGS.

3.2.2 Duties

The primary duty of the OOW is to maintain a safe navigational watch. Associated duty is to keep a GMDSS radio watch.

The 2nd Officer is responsible for AMVER and other position reporting, as and when applicable.

3.2.3 Changing over Watch

The relieving officer shall be on the bridge well ahead of time for taking over the watch.

The OOW shall not hand over the watch if there is reason to believe that the relieving officer is not capable of carrying out the watch keeping duties effectively.

The relieving officer should be satisfied that all other members of the bridge team for the new watch are fit for duty.


If a manoeuver or an action to avoid a hazard is taking place at the moment of changing the watch, handover shall be delayed until the action is completed.

The relieving officers vision at night should be adjusted before taking over the watch.

The relieving officer shall satisfy himself regarding the following:

Masters standing orders and/or special instructions relating to the Navigation of the ship including local navigational requirements.

The position, course, speed and draught of the ship.

Prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon course and speed.

Navigational situation, including, but not limited to the following:

operational condition of all navigational and safety equipment being used or likely to be used during the watch including, but not limited to the CPA / TCPA alarm settings on the radar and the Watch vector alarm, contour settings and cross track distance (XTD) alarms on the ECDIS.

gyro and magnetic compass error

presence and movement of vessel traffic in sight or those known to be in the vicinity

conditions and hazards likely to be encountered during his watch including security hazards

possible effect of heel, trim, water density and squat on under keel clearance

3.2.4 Watch-keeping Duties

3.2.4.1 Lookout

The OOW shall maintain a proper navigational lookout by sight, hearing and by all available means appropriate to the prevailing circumstances and conditions. He shall be aware that certain objects can only be visually detected. Also amongst his lookout duties shall be the detection of ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to safe navigation.

On ships with fully enclosed bridges, sound reception equipment fitted shall be kept on, so that all external sounds can be heard as if the bridge wings were open.

The OOW should not leave the bridge unattended at any time. If the ship has a separate chartroom the OOW should spend as little time as possible, to carry out essential duties after ensuring it is safe to do so.

All non-essential activity on the Bridge should be avoided.

3.2.4.2 Collision Avoidance

The OOW shall appraise the situation fully and determine if the risk of collision exists. The OOW shall conduct collision avoidance in compliance with the COLREGS.

He shall not be distracted from his primary responsibility that of conducting safe navigation of the ship, due to any workload that he may have on the bridge.

The OOW shall order change over to hand steering and have the helmsman steer the ship in good time to allow sufficient time to take action when encountering a potential hazardous situation.

The OOW shall closely observe that the action taken to avoid collision or a close quarters situation is having the desired effect till the other vessel is finally past and clear.

3.2.4.3 Restricted Visibility

When visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any other similar causes, or when visibility is expected to be restricted, the OOW shall comply with relevant COLREGS, with regards to lights and sound signaling. The OOW should immediately do the following:

Inform the Master.

Post extra lookout.

Have all available radars and ARPA in operation.

(When radars are used for collision avoidance, own vessel speed input on the radar should preferably be set to speed through the water (speed log-water track).


Have engines ready for manoeuvre and/or for reduction to safe speed.

3.2.4.4 Control of the Ship

Even when the Master is present on the bridge, the OOW is responsible for the safe navigation of the ship until the Master specifically assumes responsibility. The OOW shall not hesitate in using helm, engines and sound and light signaling apparatus when the situation so requires.

3.2.4.5 Voyage Plan and Record Keeping

The OOW shall execute the voyage plan properly and monitor the progress of the ship relative to that plan.

He shall log down the changes in watch levels in the deck logbook (BD8).

He shall maintain a factual record of all the bridge activities. The manoeuvring order book (DE21) shall be used on the bridge for the purpose of recording key parameters reflecting the condition of navigational routines, running machinery, activities of deck and engine personnel and any other occurrence, which has safety, pollution or statutory implications. The DE21 shall be kept on the bridge as well as in the engine room.

Entries in logbooks must be legible. Mistakes shall be corrected by drawing a single line through the wrong entry, with the new entry written next to it. The corrections should be initialed by the OOW.

In order to allow the vessels actual track to be reconstructed at a later stage, sufficient information concerning position, course and speed should be recorded in the maneuvering order book (DE21) and deck logbook (BD8). Where ECDIS / ENC are fitted the electronic log book and track recording functions are to be set up to record voyage information at frequent intervals. These should be saved on file at the end of each voyage. All positions marked on the navigation charts also need to be retained until the end of the voyage. On vessels equipped with Chart Plotters, positions should be marked on the chart at regular intervals.

3.2.4.6 Changeover of Steering

The OOW shall supervise the change over from hand steering to autopilot and vice-versa.

The manual steering shall be tested at least once a day and before entering areas where greater caution is required such as proximity of navigation hazards, increased traffic density etc. During this test, the wheel (or equivalent) should be engaged and the ship steered by hand.

When the Autopilot is engaged, the use of the off-course alarm does not relieve the OOW from checking the course steered frequently.

3.2.4.7 Lights, Shapes, Flags, and Sound Signals

The OOW should ensure that the ship complies with the COLREGS with regards to displaying correct lights, flags, and shapes.

Appropriate sound and light signals, shall be made when required.

WILHELMSEN SHIP MANAGEMENT BRIDGE PROCEDURE

MANUAL

3.2.4.8 Chart Corrections

Chart corrections by the OOW should be performed only when the following criteria are met:

At sea during daylight hours.

A dedicated lookout is posted.

There is little or no traffic.

There are no navigational hazards in the vicinity.

Or the Master has relieved the OOW.

3.2.4.9 Navigational Equipment

The OOW shall perform frequent checks of all navigational equipment to ensure their proper function. Refer Sec. 7. Wherever necessary he shall have received training and certification to use such equipment (eg. ECDIS)

Whilst at sea he shall compare the standard and gyrocompasses frequently.

If possible, he shall check the magnetic and gyro compass errors at least once a watch and after each major course alteration.

He shall also check the Bridge / ER telegraphs and revolution indicators, Bridge telephones, clocks and chronometers.

At noon, he shall test the ships whistle and general alarm (situations permitting). He shall mark the vessels position on the course recorder.

The OOW shall keep himself fully conversant with elementary means of navigation, such as position fixing by Solar and Stellar means, so as to be able to navigate in case of failure of the electronic navigation and other navigational systems.

All OOW are to check the accuracy of the gyro or heading device and vessel GPS system inputted into the equipment dependent on such input such as ARPA, ECDIS, VHF, AIS etc.

The vessels position monitoring should include to monitor when the vessel is leaving one Nav. Area and moving to another Nav. Area. The Inmarsat C equipment settings should be adjusted so that Nav. Warnings for the next area are received and incorporated in the voyage plan, charts, etc before the ship actually enters the new Nav. area.

3.2.4.10 GMDSS Monitoring

The OOW shall alert the Master in case of urgent safety related messages.

The Designated GMDSS officer shall keep proper records of the GMDSS watch and equipment.

3.2.4.11 Calling the Master

The OOW should call the Master:

When restricted visibility is expected or encountered.

When traffic conditions or movements of other ships are causing concern.

When difficulty is experienced in maintaining course.

On failure to sight land, navigation marks or obtain soundings by the expected time, or when unexpectedly land or sightings or soundings are encountered.

When the soundings disagree with the soundings on the chart along vessels track, or any other indication of shallow water not on the chart.

At breakdown of propulsion, steering, or any essential navigational equipment, alarm or indicator.


MANUAL

When critical radio equipment malfunctions.

When weather unexpectedly deteriorates.

When any hazard to navigation is sighted.

When a distress alert of a ship or a distress relay from a coast station is received regarding a distress situation existing in own ships vicinity.

When a significant change of weather parameters is noticed such as sudden shift in wind direction and/or increase in wind speed.

When in any doubt about matters relating to the safety of navigation or security status of the ship or prevention of pollution.

Any serious irregularity in preparing to relieve or surrender the watch.

Additional instances as specified in the Masters Order Book.

The OOW should call the Master before the doubtful situation turns into an emergency.

Despite the requirement to notify the Master immediately in the above circumstances, the OOW should not hesitate to take immediate action for the safety or security of the ship, where circumstances require him to do so.

3.2.4.12 At Anchor

When anchoring the OOW shall make a fix on the anchor drop position and plot a swinging circle based on the length of the cable.

His duties are to:

Check anchor position frequently by all available means. If he suspects that the anchor is not holding, or has any other doubt, the Master must be informed immediately.

Monitor the position of ships in the immediate vicinity in case they are dragging onto own ship.

Establish communication with the other ship if possible. Monitor relevant Radio channels for information from Pilots, Port, Agents and other anchored ships.

Monitor the weather and sea conditions and inform the Master if it deteriorates.

Give sufficient notice to the Duty Engineer to get engines ready. Ensure that the state of readiness of the main engines and other machinery is in accordance with the Masters instructions.

Monitor tidal conditions and under-keel clearances when the vessel is swinging at anchor in the vicinity of shoal water.

Maintain an efficient safety and security lookout.

3.2.4.13 Arrival and Departure Port

Prior arrival and departure from port, the bridge equipment and its readiness shall be checked by the OOW. Forms B02 and B03 shall be used for this purpose.

3.2.4.14 Pilot Embarkation

The OOW shall ensure that preparations for boarding arrangements for the pilot are made as per SOLAS Ch.5, Reg.23 (or refer to Reg. 23.1.3 where applicable) and that such arrangements are checked and tested by a responsible person.

Any special requirements from the Pilot / Port Officer should be complied with.

3.2.4.15 Navigating in Traffic Separation Scheme

When navigating in Traffic Separation Scheme, course adjustments shall be made if necessary to avoid bunching of traffic and development of close quarter situations.


MANUAL

3.2.4.16 Navigating In Restricted Waters

When navigating in Restricted Waters, the vessel shall have -

Bridge watches level as appropriate.

Engines on notice as appropriate.

All available Navigational equipment tested and brought into use.

Position reporting requirements understood and followed.

Reference shall be made to the guidelines as given in SSMM Ch 7 Sec 2.

Forms B09 shall be used for this purpose.

Any person taking the helm must, as far as possible, familiarize himself with the feel of the vessels steering in open waters, before steering in restricted areas.

When steering the vessel, he shall position himself so as to be able to clearly sight the course, both gyro and magnetic, as also the helm and rudder indicator.

He shall clearly repeat all helm orders he receives, before executing them.

3.4 Dedicated Lookout Man

3.4.1 Duties

Duties of the lookout shall be explained to him by the OOW prior to commencement of his watch. His primary duties are:

Dedicated to lookout duties only.

Maintain an all round watch by all available means.

Observe movement of shipping and other traffic.

Identify lights and other navigational aids.

Be alert to other navigational hazards and abnormalities.

Report his sightings to the OOW.

3.5.1 Pilot on board

The Pilot is a temporary member of the bridge team, when on the bridge and conducting the ships passage in pilotage waters.


The Master has the ultimate responsibility for the safe navigation of the ship.

The presence of the pilot does not relieve the Master or the OOW of their duties and obligations for the safety of the ship.

If the pilots actions could endanger the safety of the ship or the environment in the opinion of the Master or the OOW, they shall not hesitate to question the pilots decision.

3.5.3 Information Exchange

After the pilot enters the bridge he shall be given the Pilot (ship to shore) Information Card (B-04A, B, C, D or E) and Shore to Ship Pilot/Master Exchange (B-05) duly filled in, and any other relevant information that he may require. He shall also be shown the wheel house poster of the manoeuvering characteristics and the Limits of Visibility Diagrams.

Information regarding depths, so as to accurately compute UKC, shall be requested/received when necessary through these forms.


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Any changes to the passage plan prepared by the ship should be discussed with the pilot. If due to the immediate circumstances the discussion cannot be held immediately, it must be held when and if it is safe to do so.

In most ports, knowledge of local conditions lies with pilots. It is therefore important that the Pilots advice is sought in relation to the passage plan.

3.5.4 Monitoring of Pilotage

The progress of the ship shall be closely monitored, and the ships position shall be manually plotted on the chart as frequently as far as is practical and deemed necessary.

UKC shall be monitored and brought to the notice of the pilot if it deviates from the passage plan. The set and drift of the ship from the planned track shall be brought to the notice of the pilot and action taken to counteract the set if found to be off course.

Verbal orders of the pilot shall be clearly and loudly repeated so that if heard or understood wrong, they can be rectified before carrying out the orders.

The response of the helm or engines to the Pilots orders shall be monitored closely.

The OOW should ask for clarification of the pilots action, if he is in doubt about the Pilots intentions. The Master should be immediately informed if the doubt persists.

3.5.5 Language

The communication between the pilot and the bridge team shall be conducted in English, or in a language common to the pilot and the bridge team. (Example: Swedish crew in Swedish waters). This ships official language has been established as English and shall be recorded in the ships log-book as per requirement of SOLAS Chapter 5 Reg 14.3

Whenever possible, the pilot should be requested to communicate with tugs in English or a language understood by the bridge team, so that they can check his orders. If not possible, he should be requested to explain his orders to the bridge team. The bridge team shall be alert at all times to the communications between the pilot and the tugs. The Master should be informed immediately if any doubt arises.

This should be done without interfering with the navigation and safety of the ship and with due regards to the complexity of the situation.

3.5.6 Panama Canal Pilotage

In the Panama Canal, responsibilities for safe navigation of the ship may be different than those mentioned above. Refer to the relevant Canal Regulations.

4 Passage Plan

To secure a safe passage by planning the entire voyage carefully and systematically using predefined procedures and forms.

4.2 The Voyage Plan Forms

The voyage plan is in two parts: B06A for pilotage waters and B06 for open waters. B07 is the Navigational Checklist for Voyage Planning. The voyage plan shall indicate the ships track from berth to berth. The Master must authorize the plans before they are used.

The current voyage plan must be displayed on or near the chart table or display.


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The Second Officer is responsible for preparing the voyage plan. On ships with two Second Officers, the Master shall appoint the responsible second Officer.

The Master shall approve the voyage plan (B06, B06A, and B07) prior to commencement of the voyage.

4.3.2 Voyage planning

The voyage plan assists the bridge team in navigating the ship safely between ports from berth to berth. The voyage plan shall cover ocean, coastal and pilotage waters.

In selecting the route, appropriate margins of safety in relation to depths and overhead clearances and safe passing of all navigation hazards shall be taken into account. Other factors (described in more detail further in this chapter) that influence passage planning will be:

The Marine Environment protection measures that apply, so the ship can avoid, as far as possible, actions and activities which could cause damage to the environment.

The adequacy and reliability of the charted hydrographical data along the route.

The availability and reliability of navigational aids, coastal marks, and radar conspicuous targets for position plotting.

Any constraints imposed by the ship, e.g. draught / loadline, type of cargo, or ballast water exchange requirements.

Areas of high traffic density.

Weather forecasts and expected current, tidal, wind, swell and visibility conditions.

The ships operations that may require additional sea room such as tank cleaning or pilot embarkation.

Regulations such as ships routeing schemes and ship reporting systems along the route.

The reliability of the propulsion and steering systems on board.

Information from pilot or Port Authorities.

Position fixing frequency should be such that between fixes the vessel cannot run into danger.

4.3.3 Procedure for Safe Passage

Safe passage is achieved by following the carefully prepared stages listed below:

1. Appraisal

2. Planning

3. Execution and Monitoring

4. Evaluation

4.3.3.1 Appraisal

The Second Officer shall collect and compile all information appropriate to the voyage from all available sources available to him. Use the company form B07 Navigation Checklist to assess the information required for the voyage.

4.3.3.2 Planning

After taking into account advice in SOLAS V 34, the Second Officer shall plan a safe passage. He shall check all charts, publications and information including security information, and select the most suitable route.

a) Charts

Large-scale charts are used for coastal passages and the largest


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available scale charts for landfall and port approaches.

Passage planning guide charts should be used if available. They can contain much valuable information.

The loadline zone chart should be checked to ensure that the ship is complying with the loadline restrictions during the passage.

b) Planned Track

All the courses must be in 360-degree notation and the leg distance for each course indicated on the chart.

All hazards to navigation such as shallow water, height limitation caused by fixed bridges, power lines, cable-car wires, air-port runway approaches, submerged wrecks, isolated rocks or obstructions should be clearly highlighted. Great care shall be taken to ensure that such highlights does not obscure any printed information on the chart.

Minimum clearing distances should be indicated and the need for sea room in order to take collision -avoidance action should also be considered.

Night time passing of navigational hazards may require safety margins to be increased.

Wheel over positions for each alteration should be clearly marked where exact adherence to track is critical. Maximum allowable off-track margins should be marked when necessary.

Radar conspicuous objects, transit bearings, danger and clearing bearings and ranges should be clearly marked on the charts.

Positions where the Echo sounder is to be switched on are to be marked on the chart.

Track planned must follow established or recommended (without IMO approval) sea-lanes i.e. deep water or tanker routes, traffic separation schemes or exclusion zones as marked on the chart or stated in the IMO Ships Routeing unless it is unsafe to do so i.e. presence of new wreck, traffic etc. A long safe route should always be preferred to a shorter more hazardous route.

The charts should be placed in sequential order of use to enable them to be readily available. Each chart should be marked with the number and limit of the next chart to be used.

When the vessel is equipped with Integrated Bridge Systems (IBS), the details of the plan, and in particular the waypoints need to be carefully prepared on, or transferred to the navigation system.

Planning of waypoints used on transits must not be set on any offshore oil installation or offshore precautionary area to ensure safe navigation.

On electronic navigational charts (ENC) cross track distance (XTD) limits should be defined for each leg of the route to warn of the drifting outside acceptable limits. Safety contours and safety depths are to be set taking into account UKC and Squat. The time interval to which the watch vector (look ahead) alarm will activate should be set taking into account vessels speed and the number and proximity of dangers.

The transition from paper to electronic navigational charts (ENC) shall be clearly indicated in the voyage plan. A mixture of paper and electronic charts for the same phase or area of the voyage should be avoided.

Any known difference in chart datum between that used by the paper chart and that of the electronic chart must be applied to transfer positions.

The complete passage plan as displayed on the electronic chart display system should be checked for accuracy and completeness both visually along the route and using the automatic route check function, before being used.


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c) Weather

Meteorological conditions during the passage, including advice, if available, from weather routing agencies (such as Ocean Routes) shall be noted and considered when planning the passage.

Alternative routes or action to be taken shall be planned if severe weather disturbances are expected along the route.

Passing distances from navigational hazards must be considered in severe weather.

Severe weather and current conditions may justify a longer but safer route.

Coastal weather bulletins should be taken into account when deciding or revising a route.

Fog, ice, and poor visibility conditions prevailing at the time should to be considered.

d) Reporting systems, VTS

Mandatory ship position reporting systems, introduced by some coastal states, must be adhered to IMO Ships Routeing, Sailing Directions Guide to Port Entry and the Admiralty List of Radio Signal have the latest information on these systems and should be consulted.

Vessel traffic services (VTS) exist in many congested straits and passages and should be used. The passage-planning officer should clearly mark on the relevant charts the limits, reporting requirements, specific radio frequencies and VHF channels used for these services.

Master &/or OOW should confirm safe clearance of all bridges before passing under it from the VTS if there is no pilot on board.

Master is to comply to instructions from VTS to change course, speed, or to stop his engines etc. as far as it is safe to do so. Should the instructions of the VTS conflicts with masters assessment of vessels safety, then the master is to inform the VTS of his intentions and reach a compromise as far as possible. The master is in no manner relieved of his responsibility for the safe navigation and operation of the vessel.

e) Constraints

The manoeuvering characteristics of the ship shall be taken into account when planning various manoeuvres during the passage.

The degree of reliability of the ships equipment, steering and propulsion gear in the weather expected to be encountered.

Any special requirements/restrictions due to the ships cargo should also be taken into account.

For navigation in Ice Conditions, refer to the Admiralty Mariners Handbook, Sailing Directions and SSMM 7.33

f) Under-Keel Clearance

The ships draft should be known at all stages of the passage so that under-keel clearance can be calculated for those parts of the voyage where water depths are restricted.

The following factors should be taken into account when calculating the ships deepest navigational draft:

Changes in trim that might have occurred since the last draft was sighted.

Changes in bending moments that might have resulted in a deepening of the mid or end drafts.

Changes in the salinity of the water.

The angular increase of draft due to heeling / rolling if such may occur.


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The effect of passing others ships in a narrow channel.

Squat*

*Squat is the sum of bodily sinkage and trim occurring when a ship moves through the water. Masters should be aware that squat increases with speed, shallow water and confined water.

Ships not having access to sufficient means to enable them to calculate squat must acquire such means through their Company. The recommended minimum Under Keel Clearance (UKC) is as follows:

1. Whilst underway in ocean passage - 15% of the vessels deepest navigational draft.

2. Whilst underway in shallow / narrow water / port limits - 10% of the vessels deepest navigational draft.

3. Whilst moored, including SBM / CBM mooring - the greater of 1.5% of the vessels extreme breadth or 0.30m.

Ships are to calculate and record in the voyage and pilotage plans the expected minimum UKC, based upon the ships draft, charted depths and tidal heights.

If vessel does not meet minimum UKC criteria or UKC is computed to be less than 2 metres (open sea) or 0.5 metres (during approach, transit or alongside) Master shall notify Company prior to transit.

Where the regulations of any National or Port Authority or any terminal operator require a UKC in excess of the above then such greater allowance shall be complied with. If any disputes arise in this regard with Charterers or Commercial operators, the Master shall contact the Company.

The following factors should be taken into account when calculating the anticipated controlling depths as under keel clearance can be affected by several factors and allowances should include, but not necessarily be limited to:

The predicted height of the tide;

Changes in the predicted tidal height, which are caused by, for example, wind speed and direction and high or low barometric pressure;

Nature and stability of the bottom i.e. sand waves, siltation etc.

Accuracy of hydrographic data, a note as to the reliability of which is often included on charts

Change of water density and the increase in draught due to fresh water allowance;

The vessels size and handling characteristics and increase in draught due to heel;

Wave response allowance, which is the vertical displacement of the hull due to heave, roll and pitch motions;

The reliability of draft observations and calculations, including estimates of hogging and sagging;

Reduced depths over pipelines and other obstructions

Any reported geographical phenomenon such as bores.

Any other information or notice promulgated by the port authorities or agents etc

Once the available under keel clearance has been calculated taking into account all the applicable factors, including those above, it should then be determined whether any speed reduction is required to counter the effects of squat.

Squat information relevant to the vessel for both loaded and ballast passages should be readily available on the bridge.

Whenever there is doubt that sufficient clearance cannot be maintained during


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any part of the voyage, the master must:

Inform the Company at the earliest opportunity;

If within port limits, obtain the latest sounding information, including the nature of the bottom, directly from the local agents / authorities or terminal well before arrival. Should this not be available, the master should request guidance from the company.

If alongside, vacate the berth if in any doubt about the risk of grounding. It should be recognized that occasionally smaller vessels take the ground i.e. sit on the bottom - at some ports. This may even be to the extent that the berth dries out completely. In such circumstances considerable reliance is placed on previous experience, as often there is no other information available to ensure that the berth is safe. In such circumstances, documentary evidence should be sought to demonstrate that the Master is aware that the vessel takes the ground at these particular ports and that the situation has been fully assessed, including the effects of stress and stability and the nature and level of the bottom. Adequate procedures should be in place for maintaining services such as fire fighting and engine cooling water.

g) Bank Effect and Interaction

Bank Effect refers to the tendency of the stern of a ship to swing towards the near bank when operating in a narrow waterway, with the bow correspondingly swinging towards the centre of the waterway.

This is due to the asymmetric flow of water around the ship in the vicinity of a bank causes pressure differences on both sides, resulting in lateral forces that initially pushes the entire ship towards the near bank, with the bow then becoming cushioned off, and the stern suctioned in towards the bank.

This phenomenon depends on parameters such as bank shape, water depth, channel width, ship speed and propeller action.

The Bridge Team must be aware of and alert to such effects on the ship and strive to keep the ship in the centre line of the deepest water section of a channel as far as possible. However should the vessel experience such effects, the Bridge Team must be ready to use early and judicious speed and rudder adjustments to counter them (see also section 8.3 Special Notes)

Interaction between ships is often experienced by ships passing or overtaking in narrow channels or at very close range in open water. Interaction may manifest itself in several ways such as lateral movement towards the other ship, sudden course changes or unexpected speed reduction.

When passing each other, the interactive effect is to push the bows of both ships away from each other. However when overtaking, there will be a tendency for ships to be attracted towards each other due to the reduced water pressure between the underwater portions of the hulls. This is sometimes more pronounced if one ship is larger than the other.

The Bridge Team must be aware and alert to such effects and should strive to navigate as far as safely possible from the other ship, and be ready to use countering rudder and speed adjustments if interaction is experienced.

h) Air-draft Consideration

Wherever the vessel's route passes under overhead obstructions such as fixed bridges, power lines, cable-car wires, airport runway approaches etc, due consideration shall be given to the height restriction as indicated on the chart, sailing directions or port notice. Safety margin for passing under bridges shall be a minimum of 2 meters or the local port requirements, whichever is the greater.

If the vessel has foldable masts or needs to lower ramps or other structures in order to make safe passage, these should be folded or lowered in good time


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before underpass to avoid any last minute danger in case of a mechanical hitch.

Air draft of vessel should be checked and ensure is suitable for clearing obstruction enroute.

i) Contingency plans

Certain circumstances may require alternative action to place the ship out of danger.

Such circumstances should be taken into consideration and planned for.

Ref. Emergency Response Plans.

The plans should include among other things:

Alternative routes

Safe anchorage

Waiting areas

Emergency berths or places of refuge

j) Abort Plans

Points of no return shall be clearly understood by the bridge team, and with respect to these points, plans should be drawn showing the last position where the voyage plan can be aborted, depending on depth of water, sea room, turning circle etc.

k) Marine Protected Areas (MPA)

Because of ecological, social, cultural, economic, scientific or educational significance, certain sea areas are designated as Marine Protected Areas (or endorsed by IMO/MEPC as a Particularly Sensitive Sea Areas (PSSA) if vulnerable to damage by international shipping activities). These are marked either on Charts, mentioned in the notes or made known by means of Marine Notices. The voyage plan shall take into consideration the need to either, avoid these areas altogether, or report passage through or near them, use compulsory pilotage as required and/or prohibit the discharge of wastes, ballast water or other substances in their vicinity.

4.3.3.3 Execution and Monitoring

The OOW is authorized to deviate from the plan for the safety of the ship due to any sudden and unexpected danger to navigation. The Master must be advised of the action as soon as possible.

The Master must closely monitor the passage and may amend the voyage plan if any important parameters are changed.

Position of the vessel shall be plotted using all available means. Visual or radar fixes should complement the electronic system fixes. This will check the accuracy and reliability of the electronic systems. Limitations of the electronic navigational aids should be known to the OOW, to avoid over-reliance on these systems (Also refer 7.3.13.8)

Care must be taken where the chart datum differs from the datum of the electronic system such as the GPS. A datum shift will have to be applied. The Notices to Mariners contain the corrections to be applied to satellite derived positions and should be used. This information is included as a note on the affected charts.

During coastal navigation, fixes should be plotted at frequent intervals.

Visual navigation aids such as lights must be positively identified before use.

Floating navigation aids such as buoys must be used with caution and fixes using fixed objects preferred, as in some circumstances, such as Ice Conditions such floating aids may not be in position.


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4.3.3.4 Evaluation

The effectiveness of the voyage plan shall be evaluated at the end of the voyage or at the earliest opportunity thereafter (unless the vessel is on a fixed short run where it may be done at intervals not exceeding 2 months). The evaluation shall aim at the safety improvement to courses, speeds, areas to be avoided due to concentrations of fishing or other vessels, pilot comments, etc, based upon actual experiences during the just completed voyages. This evaluation can be as free text page attached to the voyage plan.

Any significant changes, which were brought about or required, shall be recorded for planning subsequent voyages. This will also help junior officers in the practical aspects of safe navigation. (Also Refer 2.2.4)

After completion of the voyage the voyage plan forms shall be filed in sequential order as per the Filing system.


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Protective measures may include traffic separation schemes, no anchoring areas, two-way routes,

areas to be avoided for all ships or certain ships (ships > 200 gt carrying hydrocarbons and hazardous liquids in bulk), deep-water routes, compulsory reporting and traffic surveillance, recommended and compulsory pilotage, MARPOL Special Area, SOX Emission Control Area etc.(Also refer to chap. 4.3.3.2.10)

5.1.1 Objective

The objective is to ensure that the ship establishes a standard for the updating and use of charts and nautical publications carried on board.

5.1.2 Standard

The companys primary Method of Navigation is paper charts issued by British Admirality (BA).

Exceptions to these are where local charts exceed the BA charts in information and scale usefulness. Such charts must be produced or authorized by a national hydrographic office. The vessel must have the means to keep these local charts up-to-date at all times.

Only a type-approved Electronic Chart Display and Information Systems (ECDIS) operating with up to date official Electronic Navigational Charts (ENC) and with appropriate back-up may be used to replace all paper charts on a ship.

ENC must be approved by Flag State and may be used as the primary navigation system once approved backup (refer chapter 5.3) has been established, considering ship type, trading areas, status of crew training, bridge procedures and/or specific owner requirements.

Vessels maybe enrolled with auto supply services to ensure timely delivery.

Safe usage of ECDIS requires crew to be trained in accordance with industry and company approved training requirements.

.2.1 Second Officer

The Second Officer shall be responsible for the upkeep of the charts and nautical publications.

Cancelled charts and publications shall be clearly marked accordingly and removed from the bridge.

Careful attention shall be paid to the procedures described in the booklet HOW TO KEEP YOUR CHARTS UP TO DATE (TECHNICAL LIBRARY REF A48) when executing chart corrections, including corrections given through T&P Notices and Radio Navigational Warnings.

5.2.2 Third Officer

The Third Officer is responsible for the upkeep of the List of lights and Radio Volumes. On ships with a Radio Officer, the latter shall keep the radio volumes updated.

5.2.3 Master

If the Master finds that the responsibilities in this section can be better maintained by dividing them in a different manner among his watch-keeping officers, he is free to do so.

The Master shall check that:

The latest editions of charts are on board.

The paper charts are kept up-to-date and corrected to the latest Notice to Mariners on board

The electronic charts are updated to the latest updates received onboard prior to use

Delays in receipt of Notices to Mariners are made known to the Company immediately.

In case of undue delay in receiving Notice to Mariners, the Master shall arrange to obtain them locally.

For charts other than BA charts, the Master should obtain Notices to Mariners locally.


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5.3 Electronic Charts

Unlike paper charts, electronic charts need to be displayed on an electronic chart display system which can be in one of two formats:

Electronic Navigational Charts (ENC) a vector based system chart that is defined as a digital database, standardized as to content, structure and format, issued for use with ECDIS on the authority of a government authorised hydrographic office.

Raster Navigational Chart a chart derived by video or digital scanning which result in a computer photograph of an existing paper chart.

ENCs used in ECDIS (Electronic Chart Display and Information Systems) and meeting the requirements of IMO Resolution A817(19) have the legal equivalency of paper charts.

For convenience, some vessels display their position on Raster Chart Display Systems (RCDS) as a guide to their position. Such vessels shall maintain a full suite of up to date paper charts for the voyage which shall be used as the primary method of navigation. (refer. chapter 5.1.2)

The use of privately owned and / or pirated electronic charts or their associated software

onboard is strictly prohibited.

5.3.1 ECDIS

If changing from paper charts to ECDIS as the primary means of navigation onboard, the following shall be complied with:

ECDIS shall be listed in the SEC Form E or (Form P for passenger ships)

ECDIS - Type approved certificate shall be available onboard

ECDIS shall be maintained to the latest applicable International Hydrographic Organization (IHO) standards,

Official Electronic Navigational Charts (ENC) shall be used and have an adequate, independent back-up arrangement.

Demonstration on operational competence by the ships navigating officers (eg. Safety checking of a voyage plan)

A Management of Change (MOC) must be prepared and sent to the office for approval providing the reason for change

The Master and all Navigational Officers of vessels which have Electronic Chart Display and

Information Systems (ECDIS) as a means of navigation are required to have completed both

generic and equipment specific ECDIS training.

Documentary evidence of generic and equipment specific ECDIS training taken by Master

and Navigational officers must be available onboard.

Equipment specific training should concentrate on the functionality and effective use of the

system onboard. This training should at least cover the following areas.

familiarisation with available functions

familiarisation with the menu structure

display setup

setting of safety values

recognition of alarms and malfunction indicators and the actions to be taken

route planning

route monitoring


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changing over to backup systems

loading charts and licenses

updating of software

Only equipment using official Electronic navigation Charts (ENC) issued by or on behalf of a

national hydrographic office is considered compliant. Equipment with non official charts (e.g.

C-Map) should not be used as the primary means of navigation and marked accordingly.

When using paper charts, positions are obtained and plotted from as many sources as possible

i.e. GPS, visual, range & bearing etc. Using ECDIS with GPS as its primary source of position

reference does not relieve the bridge team of regular position fixing of the vessel by other

means to confirm the ships position. ECDIS has a facility to manually plot your position as a cross reference.

5.3.2 Layers

All layers are to be shown on ECDIS to avoid important information being missed, however if

the display is cluttered then low priority layers may be temporarily deselected.

5.3.3 Corrections

Corrections are usually made by CD updates and are to be kept up to date with the latest

Notices to Mariners.

Just as we would manually update paper charts when Nav warnings, Navtex messages or local

information is received, these may also be manually updated on your ENC.

5.3.4 Check Route

Routes should be checked visually and by using the automatic route checking facility. The

route check will only work when the appropriate cross track error limits and safety contours/

depths have been set up.

5.3.5 Electronic logbook

An electronic logbook is available with ECDIS and is to be saved together with the track of

the previous voyage. A copy of this record should be forwarded to the office in the event of a

maritime casualty, such as grounding, collision, contact damage with pier/lock etc.

5.3.6 Cross track alarm

Off course limits are to be set for each leg of the route. These vary according to circumstances

as decided by the Master (e.g. open sea 1 nm then reducing as the vessel approaches shallow /

congested waters).

5.3.7 Anti grounding function

This consists of -

a. Watch vector alarm (sometimes called a look ahead alarm)

This is set appropriate to speed and angle depending upon prevailing circumstances.

b. Three contours

- Shallow contour

Used to indicate the sounding gradient graphically (This provides the navigator with

a visual warning that the vessel will most likely be aground if it transits that area).


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- Safety contour (Anti Grounding Alarm)

Visible boundary between safe and unsafe water, usually set to draft plus UKC plus

squat. This provides an audible and visual alarm warning that the vessel may be

required to take action to avoid grounding.

- Deep contour

Minimum of twice the vessel draught to indicate when the effects of squat may be

more pronounced. This provides the navigator with an advanced visual warning that

the vessel is entering shallower water.

c. Safety depth.

The safety depth is set to alarm if the vessel will pass over a sounding or danger which

she cannot safely pass over, usually set to the same value as the safety contour.

In alarm it will highlight the danger by a red box if any sounding or isolated danger with a

depth equal or less than the safety depth falls within the look ahead alarm zone.

Soundings that are equal or less than the safety depth not within the look ahead zone will

be highlighted in bold and those that exceed the safety depth are shaded out.

If there are wrecks, obstructions, rocks etc which are equal or less than the safety contour,

the chart symbols will automatically change to show a further visual warning.

Contours are available in increments i.e. 5, 10, 15, 20 meters etc. When you input your

contour value the system will automatically select the next highest contour (i.e. Safety

contour for the ship is 9M the system will select 10m). Input the value you have decided

upon i.e 13.5m and let the computer vary the safety contour automatically dependent on

the contour available for the ENC in use.

All paper charts on board must be catalogued in the chart folio index giving the chart number, folio name and edition date, OR catalogued numerically or in any other systematic way that enables easy retrieval of charts.

All corrections made on the charts shall be recorded against the respective chart numbers in the correction log, NP 133A. The instructions on NP133A shall be followed. If the vessel has other suitable chart correction recording system in place, it may be used in lieu of NP133A.

An entry must be made in the chart correction log on receipt of the Notices to mariners and the date of completion of the correction shall be recorded in the log.

A record of the last update of the Electronic charts shall also be included in this log.

Where approved Electronic Charts are installed and used, these must be corrected up to date for the intended voyage.

WARNING

The Manager, Flag and Port State authorities and other vetting inspectors, view failure to maintain and correct charts and publications as a serious Non-Conformance. Such non-conformances may lead to vessels detention or delay.

6. Unless there is a certified Radio Officer employed on board, the OOW is responsible for ensuring compliance with the radio watchkeeping requirements as specified in the GMDSS, SOLAS, ITU Radio regulations, and any other local watchkeeping requirements.

The ships routine radio traffic must not interfere with more essential communication. The order of priority shall be followed. The order of priority of the radio communications is as follows:

Distress

Urgency

Safety


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Routine

Reporting must be done of dangerous conditions or other hazards to safe navigation, such as tropical storms, dangerous ice or dangerous wrecks for which no previous warnings have been received. Refer to SOLAS Ch.5 for furthe

6.3 DAILY REPORTING

Daily reports shall be transmitted to the Company in accordance with SOLAS V -28. This report shall be sent at a time determined between the Master and the Company.

On the ship only the Master can initiate distress communications. Such communications shall be made over the allotted terrestrial or satellite channels.

On receiving a distress alert appropriate to the ships location, the OOW shall immediately inform the Master.

The upkeep of the log shall be assigned to an officer designated by the Master.

This log must be maintained with up to date records of:

Distress, urgency, safety traffic and important incidents related to radio services.

Important radio service incidents such as the breakdown of communication with other stations and the malfunction of associated equipment.

Position of the ship at least once a day.

Maintenance and up keep of the equipment and batteries.

Daily and periodic tests of the GMDSS equipment.

On load and off load daily test of the batteries.

Weekly live tests of DSC safety and distress test of equipment.

Weekly hydrometer.

The following shall be appended to the log.

Printouts of self-tests conducted on the radio equipment.

Printouts of DSC, Satellite distresses alerts and communications.

5.3.1 Inspection of the Log The Master must inspect the Log and sign in accordance with the instructions contained within the Log and Flag State requirement, if any. Where such instructions are not provided and Flag State has no specific requirement, the Log shall be signed on a daily basis.

5.3.2 Disposal of the Log The log shall be retained onboard indefinitely unless otherwise specified by the vessels Flag State requirements, which will then apply.

The VHF should not be used for agreeing on collision avoidance measures with other vessels.

However, at the discretion of the Master, when positive identification is ascertained,

avoidance measures may be agreed with the Master of the other vessel.

Avoidance manoeuvers should be taken as early as possible in accordance with the

COLREGS. However in pilotage waters and when sailing under traffic control and reporting

systems, valuable information can be received from shore based VTS and the VHF can be

used for execution of a safe passage.

6.6.1 Use of Channel 16 Refer to the placard P12 for guidance on the proper use of VHF Channel 16.


MANUAL

Inadvertent transmissions of false alerts should be guarded against. If an alert does get transmitted, the ship shall immediately broadcast a message to all stations to cancel the alert.

The equipment must be reset thereafter.

In case a distress alert is inadvertently transmitted by an EPIRB, the most appropriate RCC should be contacted immediately and the alert cancelled.

While AIS allows for safety related ship-to-ship text messaging to communicate with others, these communications do not relieve the vessel from the COLREG requirements.

All watchkeeping officers shall be responsible for familiarizing themselves with the location and operation of Bridge and Navigation Equipment. The Checklist B-01 refers.

They shall acquaint themselves and comply with instructions mentioned in the makers manual, particularly with regard to operation, controls, fault finding and maintenance.

Where shore-based maintenance is required, as much notice as possible shall be given to the vessel manager.

However the Second Officer is responsible for maintenance schedules, inventorying spares and record keeping. Record keeping shall include retention of used printer rolls from Bridge and Navigation equipment such as Navtex, Weather Fax, GPS, AIS ,Echo Sounder, Course Recorder and Engine Order Printers. Their retention period, unless stated otherwise in this book, shall be two years.

The Second Officer shall ensure that a sufficient stock of essential spares, navigation light bulbs, paper rolls for various printers (e.g. Navtex, Weather Fax, GPS), echo sounder rolls, course recorder charts and radar plotting sheets are maintained on board.

All navigational equipment shall be routinely checked by the OOW to ensure the equipment is fully operational. (See 7.3)

A summary of OOW checks are contained below for easy reference. Where no specific period is given, manufacturers instructions are to be followed.

Checks per watch

Equipment Ref/ Remarks

Gyro/ magnetic compass error BPM 7.3.3, 7.3.4

Off course alarm BPM 7.3.5

AIS BPM 7.3.17

Performance Monitoring Of Radar

BPM 7.3.13.2

Steering gear (as per SOLAS) Placard PD11

Daily Checks


Course recorder BPM 7.3.6, 3.2.4.9

Navigation lights BPM 7.3.15

Hand Steering BPM 3.2.4.9


MANUAL

Telephones, clocks, whistles, chronometers, bridge/er telegraphs, revolution indicator, general alarm

BPM 3.2.4.9

GMDSS Daily checks As per GMDSS Log

Weekly Checks


Steering unit changeover BPM 7.3.1

Magnetic compass BPM 7.3.4

GMDSS Weekly checks As per GMDSS Log

Monthly Checks


Rate of Turn indicator BPM 7.3.7

GMDSS Monthly checks As per GMDSS Log

Annual Checks


Magnetic compass BPM 7.3.4

VDR BPM 7.3.18

3.1 Operation and Maintenance

Maintenance of all equipment shall be as per makers recommendations and shall be included in the ships planned maintenance system.

Ship staff shall consult the manufacturers manual when operating the respective system onboard.

Any deficiencies within automatic recording aids on the bridge (ECDIS Track Recorder etc.) are corrected as soon as possible.

3.1.1 Steering Gear

The steering gear shall be tested as per SOLAS requirements. (Refer Placard P11)

3.1.2 Steering Control

The changeover system for the steering units shall be tested at least once a week whilst the ship is at sea.

The rudder, counter-rudder and weather settings of the autopilot shall be changed by the OOW depending on the weather conditions.

3.1.3 Gyro Compass

Speed and latitude corrections if not automatic, shall be adjusted as the values change.

The overhaul period of the gyrocompass shall be as specified by the manufacturer.


MANUAL

Onboard maintenance if specified in the Gyro manual shall be carried out and recorded.

Checks that repeaters are aligned with the master gyro shall be regularly carried out and always before departure port.

The gyrocompasses shall, as far as possible, be run continuously.

The compass error shall be monitored every watch, if possible.

Unless otherwise defined by the maker, gyro error shall not exceed +/- 0.5 degree.

In the event of gyro failure, the following steps shall be taken:

Inform the master

Change over to hand steering for steering with magnetic compass.

Apply compass deviations with deviations curve and variations as given on the chart to obtain the compass error.

Take frequent magnetic compass errors, at least once every half hour, if possible.

Consider effect on other navigational and communication equipment which have a gyro feed especially Radar/ARPA, AIS and ECDIS and enter headings manually where possible.

Plot positions more frequently to confirm course made good and allow correction to course steered.

In coastal waters, make good use of parallel indexing technique to keep vessel on charted track.

Secure True course run (Course made good) by plotting GPS position and verify with Heading of Magnetic compass.

Reduce speed if considered necessary

In the meantime, to check Instruction Manual for troubleshooting guide.

Inform office to arrange repair at next port.

Caution pilots and port authorities at next port, through the agent about gyro unavailability.

Enter time of gyro failure in Deck Log Book.

In the event of failure, the following steps shall be taken:

a) switch over to back up Gyro for vessels fitted with second set

b) monitor until vessel is following the correct course

c) compare gyro error with Compass / Charts / /GPS data

3.1.4 Magnetic Compass

A licensed compass adjuster shall be called after every major refitting, structural modification, or extended dry dock to adjust the compass and issue a Compass Deviation Card that shall be posted at a conspicuous location on the bridge.

At annual intervals, the Master shall verify that values given in the above Card still hold well. Such verification shall be posted next to the Compass Deviation Card.

The OOW shall check the compass deviation every watch, if possible. (Ref 3.2.4.9)

Checks for bubbles shall be done once per week and replenish with a mix of 50% Ethyl Alcohol and 50% Distilled water if required.

On ships where magnetic compass control of the automatic pilot is possible, such systems shall be tested weekly (in clear areas and weather).


MANUAL

3.1.5 Autopilot

The autopilot shall be operated where it is safe and practicable.

The off-course alarm shall be checked for proper functioning once per watch. The OOW shall adjust the settings depending on the weather conditions.

3.1.6 Course recorders

Course recorders shall be kept on at all times, except when alongside the berth for more than 24 hours.

The course recorder shall be checked for accuracy of heading and time and marked with the ships position every noon when at sea, and every departure and arrival port or anchorage.

In cases of incidents such as collision or grounding, the course recorder chart shall be signed and marked with time, course and position.

3.1.7 Rate of turn indicator

The rate of turn indicator should be tested for accuracy at least at monthly intervals, where distance between pivot point and bow is large.

3.1.8 Speed logs

When the speed log is connected to the radar it should be borne in mind that:

generally speed through the water is used for collision avoidance.

generally speed over the ground is used for navigation.

If the speed log tube protrudes beneath the ships keel, the Engineer on watch should be instructed to retract it when under keel clearance is minimal, or when there is a danger of fishing net entanglement.

3.1.9 Echo Sounder

Depth shall be continuously monitored by means of the Echo-sounder when making a landfall, or navigating in the vicinity of shoals, when anchoring or when navigating in/near an area where the survey data is inadequate, or when transiting narrow channels.

Care should be taken when comparing soundings with the chart readings if the units of measurement differ.

Preset depth alarms if fitted, shall always be used.

The echo sounder recorder should be switched on prior to each approach to shallow water and port entry and prior to departure and remain in operation while in shallow waters. The date and time of switching on should be marked on the recorder chart. In addition, the date and time of passing significant land or seamarks should be marked on the recorder.

Many modern electronic echo sounders have an in-built 24-hour memory which can be recalled. If an electronic memory is not provided, the echo sounder should be provided with a printed record.

The echo sounder printout shall be marked with date and time or an electronic event recorded of any incident involving bottom contact or suspected bottom contact.

3.1.10 Electronic Position Indicating systems (GPS or Other Systems where fitted)

The OOW shall understand the capabilities and limitations of such equipment and must not be over-reliant on them.

The positions derived from these systems should be frequently checked by radar/visual fixes, to monitor reliability.


MANU

Documents

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