SAFETY MANAGEMENT SYSTEM Issue No.

: 02
MANUAL Issue Date: 01/02/2024
Rev. No.: 00
Chapter 7.2 NAVIGATION Rev. Date: 00/00/0000
Page: 1 of 322

Chapter 7.2
NAVIGATION
Table of Contents

7.2.1 Navigation Policy........................................................................................ 12

[Link] Safe Navigational Concept........................................................................12

[Link] Navigational Assessments and Audits....................................................13

[Link] Succession of Command...........................................................................13

[Link] Delegating Authority..................................................................................13

[Link] Types of Navigation...................................................................................14

[Link] Phases of Navigation.................................................................................14

7.2.2 Terms and Procedures...............................................................................14

[Link] Sea Passage................................................................................................14

[Link] Voyage.........................................................................................................15

[Link] Ship’s Time.................................................................................................15

[Link] Ship’s Safe Speed-Relative Speed............................................................15

[Link] Daily Noon Position, Arrival or Departure Reporting..............................15

[Link] Standby Engines........................................................................................16

[Link] RPM Posting...............................................................................................16

[Link] Maneuvering Characteristics....................................................................16

[Link] Ship’s Draft.................................................................................................16

[Link] Air Draft / Overhead Clearance (OHC)......................................................16

[Link] Underkeel Clearance (UKC).......................................................................19

[Link].1 Minimum Dynamic UKC Policy....................................................................19
[Link].2 Factors to be Considered when Calculating and Evaluating the UKC.........20
[Link].3 Consideration of CATZOC in UKC Calculations..........................................21
[Link].4 Actions when UKC Policy Requirements cannot be met.............................22
[Link].5 Communication of the UKC Calculations.....................................................23
[Link].6 Safety Settings Affected by the Dynamic UKC Calculation..........................23
[Link].7 Updating UKC Calculations..........................................................................24
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[Link] Safe Draft Declarations..............................................................................24

[Link] Squat............................................................................................................25
[Link].1 Shallow Water Indications............................................................................25
[Link].2 Factors Affecting Ship Squat........................................................................25
[Link].3 Practical Calculations for Squat...................................................................26
[Link].4 Effect of the Squat on Ship’s Draft...............................................................26
[Link].5 Prevention of Squat and its effects..............................................................26
[Link].6 Communicating the Squat Calculation.........................................................27
[Link].7 Wave Response Allowance.........................................................................27
[Link].8 Interaction.....................................................................................................27
[Link].9 Bank Effect...................................................................................................28
[Link] Distance Off................................................................................................29
[Link].1 Safe Distance Off Shores.............................................................................29
[Link].2 Safe Distance from Navigational Hazards...................................................29
[Link] Master’s Standing Orders and Daily Orders............................................30
[Link].1 Master’s Standing Orders.............................................................................30
[Link].2 Daily Orders.................................................................................................31
[Link].3 Calling the Master........................................................................................31
[Link] Paper Charts Management........................................................................32
[Link].1 Nautical Charts Folio System.......................................................................32
[Link].2 Types of Chart Corrections..........................................................................33
[Link].3 Correction Methods......................................................................................34
[Link].4 Paper Charts Edition....................................................................................36
[Link] Nautical Publications.................................................................................37
[Link].1 Digital and e-Nautical Publications...............................................................38

7.2.3 Navigation Equipment................................................................................39

[Link] RADAR / ARPA...........................................................................................42
[Link].1 Closest Point of Approach (CPA) / TCPA and Bow Crossing Range (BCR)46
[Link].2 Parallel Indexing (PI)....................................................................................47
[Link].3 Cross Index Range (CIR).............................................................................48
[Link].4 RADAR / ARPA Checks and Tests..............................................................49
[Link] Steering Control Systems..........................................................................49
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[Link].1 Operation of Steering Control System.........................................................50

[Link].2 Manual Steering Mode.................................................................................50
[Link].3 Auto Pilot Mode............................................................................................51
[Link].4 Change-Over from Manual Steering to Auto Pilot and Vice Versa..............52
[Link].5 Off-Course Alarm.........................................................................................53
[Link].6 Emergency Steering.....................................................................................54
[Link].7 Steering with Transmitting Magnetic Compass (TMC).................................54
[Link].8 Steering Control Units and Power Units’ Tests............................................55
[Link] Automatic Identification System (AIS).....................................................57
[Link].1 AIS Information.............................................................................................57
[Link].2 AIS Short Safety-Related Messages............................................................58
[Link].3 AIS Limitations During Cargo Operations....................................................58
[Link].4 Inherent AIS Limitations...............................................................................59
[Link].5 Activation and Deactivation of AIS Unit........................................................59
[Link].6 Periodic Checks and Performance Tests.....................................................60
[Link] Bridge Navigational Watch Alarm System (BNWAS)..............................61
[Link].1 Operational Sequence of Indications and Alarms........................................61
[Link].2 Periodic Checks and Performance Tests.....................................................62
[Link] Global Navigation Satellite System (GNSS).............................................63
[Link].1 Geodetic Datum...........................................................................................63
[Link].2 GNSS Associated Errors and Alarms..........................................................63
[Link].3 GNSS Receiver (Single or Multiple) Failure.................................................66
[Link].4 Frequency of Position Fixing when GNSS Receiver(s) Fails.......................67
[Link].5 Periodic Checks and Performance Tests.....................................................67
[Link] Echo Sounder.............................................................................................68
[Link].1 Echo Sounder Operation..............................................................................68
[Link].2 Depth Alarm.................................................................................................69
[Link].3 Position Verification with the Use of Echo Sounder.....................................69
[Link].4 Periodic Checks and Performance Tests.....................................................70
[Link] Speed and Distance Measuring Device (Speed Log)..............................70
[Link].1 Speed Log Operation...................................................................................71
[Link].2 Speed Through the Water Calculation.........................................................71
[Link].3 Periodic Checks and Performance Tests.....................................................72
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[Link] Navigation Lights and Shapes..................................................................72

[Link].1 Navigation Lights..........................................................................................72
[Link].2 Special Requirements for Lights using LEDs...............................................73
[Link].3 Navigation Shapes.......................................................................................73
[Link].4 Periodic Checks and Performance Tests.....................................................74
[Link] NAVTEX and SafetyNET.............................................................................74
[Link].1 NAVTEX.......................................................................................................75
[Link].2 NAVTEX Frequencies..................................................................................75
[Link].3 NAVTEX Indicator Characters......................................................................75
[Link].4 NAVTEX Messages......................................................................................76
[Link].5 NAVTEX Station Identification......................................................................76
[Link].6 SafetyNET....................................................................................................77
[Link].7 INMARSAT System / EGC...........................................................................78
[Link].8 Periodic Checks and Performance Tests.....................................................81
[Link] Voyage Data Recorder (VDR)....................................................................81
[Link].1 Components of VDR....................................................................................82
[Link].2 Data Items to be Recorded..........................................................................82
[Link].3 VDR Data Save and Recovery.....................................................................83
[Link].4 Proactive Use of VDR Data..........................................................................84
[Link].5 Remote Navigational Assessment using VDR.............................................84
[Link].6 Periodic Checks and Performance Tests.....................................................85
[Link] Magnetic and Gyro Compasses................................................................86
[Link].1 Magnetic Compass.......................................................................................86
[Link].2 Gyro Compass.............................................................................................90
[Link].3 GNSS compass............................................................................................95
[Link] VHF / DSC Transceivers.............................................................................95
[Link].1 Marine VHF..................................................................................................95
[Link].2 Distress Traffic...........................................................................................100
[Link].3 Acknowledge of Receipt of a Distress Message........................................100
[Link].4 The Urgency Signal....................................................................................101
[Link].5 The Safety Signal.......................................................................................102
[Link].6 VHF Digital Selective Calling (DSC)..........................................................102
[Link].7 DSC Alert Formats.....................................................................................102
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[Link].8 DSC Alert Information................................................................................102

[Link].9 VHF DSC Distress Alert.............................................................................103
[Link].10 Periodic Checks and Performance Tests...................................................105
[Link] Daylight Signaling Lamp..........................................................................106
[Link].1 Periodic Checks and Performance Tests...................................................107
[Link] Sound Signaling Equipment....................................................................107
[Link].1 Periodic Checks and Performance Tests...................................................108
[Link] International Code of Signals (ICS)........................................................108

[Link] General Alarm System.............................................................................109

[Link].1 Periodic Checks and Performance Tests...................................................110
[Link].2 Public Address System (PA)......................................................................110
[Link].3 Periodic Checks and Performance Tests...................................................111
[Link] Integrated Bridge Systems (IBS).............................................................111
[Link].1 Periodic Checks and Performance Tests...................................................111
[Link] Course Recorder......................................................................................112
[Link].1 Markings on the Course Recorder Paper...................................................112
[Link].2 Periodic Checks and Performance Tests...................................................112
[Link] Marine Barometer.....................................................................................113
[Link].1 Barometric Tendency.................................................................................113
[Link].2 Errors Affecting the Barometer Readings..................................................113
[Link].3 Periodic Checks and Performance Tests...................................................114
[Link] Weather Facsimile....................................................................................115
[Link].1 Periodic Checks and Performance Tests...................................................115
[Link] Rudder Angle Indicator............................................................................116
[Link].1 Periodic Checks and Performance Tests...................................................116
[Link] Anemometer..............................................................................................117
[Link].1 Periodic Checks and Performance Tests...................................................118
[Link] Engine Telegraph.....................................................................................118
[Link].1 Telegraph Logger (Bell Logger).................................................................119
[Link].2 Bell Book....................................................................................................119
[Link].3 Engine rpm Indicator..................................................................................120
[Link].4 Periodic Checks and Performance Tests...................................................121
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[Link] Binocular...................................................................................................121
[Link].1 Periodic Checks and Performance Tests...................................................122
[Link] Sextant.......................................................................................................122
[Link].1 Use of Sextant............................................................................................122
[Link].2 Sextant Errors............................................................................................123
[Link].3 Periodic Checks and Performance Tests...................................................124
[Link] Marine Chronometers..............................................................................124
[Link].1 Time Zone..................................................................................................124
[Link].2 Periodic Checks and Performance Tests...................................................125

7.2.4 Bridge Organization..................................................................................125

[Link] Bridge Team Roles and Responsibilities...............................................126

[Link] Composition of the Bridge Team............................................................129

[Link] Bridge Watch Categories.........................................................................133

[Link].1 Bridge Watch Category I (BWC-I)..............................................................134
[Link].2 Bridge Watch Category II (BWC-II)............................................................134
[Link].3 Bridge Watch Category III (BWC-III)..........................................................135
[Link] Identification of Bridge Watch Category through Risk Assessment...137

[Link] Navigation Watch and Look-Out.............................................................142

[Link] Watch Handover.......................................................................................142

[Link] Sole Look-Out...........................................................................................143

[Link] The Bridge Team and the Master............................................................143

[Link].1 Bridge Teamwork.......................................................................................144
[Link].2 Briefing and Debriefing...............................................................................144
[Link].3 Situational Awareness................................................................................145
[Link].4 Navigational Training.................................................................................145
[Link].5 Bridge Team familiarization........................................................................147
[Link].6 Master’s Navigational Audit)......................................................................148
[Link] Publication References............................................................................148

[Link] Night Vision...............................................................................................148

[Link] Fitness for Duty........................................................................................148

[Link].1 Stress and Watchkeeping..........................................................................149
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[Link] Bridge Distractions Avoidance...............................................................150

[Link] Safety Rounds..........................................................................................151

[Link] Communication with the Engine Room..................................................151

[Link].1 Unattended Machinery Space (UMS) Operation........................................152
[Link] Navigation under Different Conditions...................................................154
[Link].1 Navigation in Coastal or Restricted Waters...............................................154
[Link].2 Navigation in Traffic Separation Schemes (TSS).......................................155
[Link].3 Restricted Visibility.....................................................................................156
[Link].4 Heavy Weather Conditions........................................................................157
[Link].5 Tropical Revolving Storm (TRS)................................................................162
[Link].6 Navigation in Ice.........................................................................................165
[Link].7 Helicopter Operations (Ship Handling).......................................................182
[Link].8 Man Overboard (M.O.B).............................................................................183
[Link].9 Search and Rescue (SAR) Operation........................................................185
[Link].10 Special Areas under MARPOL...................................................................185
[Link].11 Particularly Sensitive Sea Areas (PSSA)...................................................186
[Link].12 Preparation for Arrival................................................................................187
[Link].13 Preparation for Departure..........................................................................187
[Link] Log Books.................................................................................................188

[Link] Bridge Library...........................................................................................189

7.2.5 Pilotage...................................................................................................... 190

[Link] Duties and Responsibilities.....................................................................190

[Link] Preparation for Pilotage...........................................................................192

[Link].1 Passage Planning in Pilotage Waters........................................................192
[Link].2 Ship and Bridge Team...............................................................................193
[Link] Safe Pilot Transfer....................................................................................193
[Link].1 Pilot Transfer by Pilot Boat.........................................................................194
[Link].2 Pilot Transfer through Helicopter...............................................................195
[Link].3 Pilot Ladder................................................................................................195
[Link].4 Transfer by Basket.....................................................................................197
[Link] Pilot Onboard............................................................................................197
[Link].1 Master / Pilot Information Exchange..........................................................198
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[Link].2 Pilot Monitoring...........................................................................................199

[Link].3 Pilot to Pilot Transfer..................................................................................199
[Link].4 Pilot Allowance to Operate Bridge Equipment...........................................200
[Link].5 Pilotage Appraisal......................................................................................200
[Link].6 Pilot Disembarkation..................................................................................200
[Link] Deep Sea Pilots.........................................................................................201

7.2.6 Communications Equipment and Procedures........................................203

[Link] Emergency Position Indicating Radio Beacon (EPIRB)........................203
[Link].1 EPIRB’s Function.......................................................................................203
[Link].2 EPIRB Operation........................................................................................203
[Link].3 Inadvertent Activation of EPIRB.................................................................204
[Link].4 EPIRB Disposal..........................................................................................205
[Link].5 Periodic Checks and Performance Tests...................................................205
[Link] Search and Rescue Transmitters (SARTs)............................................206
[Link].1 Purpose and Method of SART Operation..................................................206
[Link].2 Periodic Checks and Performance Tests...................................................207
[Link].3 Survival Craft Portable Two-Way VHF Radios...........................................208
[Link] Distress, Urgency and Safety Communications Procedures...............209
[Link].1 Roles and Responsibilities.........................................................................209
[Link].2 General – Distress Alert.............................................................................210
[Link].3 INMARSAT – C Distress Calls...................................................................211
[Link].4 MF DSC and Radiotelephone Distress, Urgency and Safety Procedures. 211
[Link].5 Reception and Acknowledgement of a MF DSC Distress Alert.................212
[Link].6 HF DSC Procedures..................................................................................217
[Link].7 Acknowledgement of a HF DSC Distress Alert Relay................................218
[Link].8 Cancelling a False Distress Alert Send by MF / HF DSC..............................0
[Link].9 Long Range Identification and Tracking (LRIT).............................................0
[Link].10 GMDSS Routine Testing................................................................................1
[Link].11 Battery Compartments...................................................................................2
[Link].12 GMDSS Log Book..........................................................................................2
[Link].13 AMVER Reporting..........................................................................................3
[Link].14 Use of Radio or Mobile Phone Equipment during Cargo/Ballast Handling....3
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7.2.7 ECDIS Procedures Manual...........................................................................4

7.2.7.A. IHO Standards...............................................................................................4

7.2.7.B. Introduction...................................................................................................4

[Link] Legal Requirements.....................................................................................5

[Link].1 ECDIS Carriage Requirements......................................................................5
[Link].2 ECDIS Backup...............................................................................................5
[Link].3 ECDIS Sensor Inputs.....................................................................................6
[Link].4 Presentation Library.......................................................................................6
[Link] ECDIS Training and Familiarization............................................................7
[Link].1 ECDIS Specific Familiarization......................................................................7
[Link].2 ECDIS Type Specific Familiarization.............................................................7
[Link].3 Onboard ECDIS Familiarization.....................................................................7
[Link] Responsibilities............................................................................................8

[Link] Onboard Maintenance..................................................................................9

[Link].1 Virus Protection............................................................................................10
[Link].2 Software Maintenance..................................................................................10
[Link].3 ECDIS Chart 1 and IHO PL Edition 4.0 symbols checking..........................11
[Link].4 Planned Maintenance System (PMS)..........................................................12
[Link].5 Spares..........................................................................................................12
[Link] Troubleshooting.........................................................................................13
[Link].1 IHO S 58 Standard – ENS Validation...........................................................13
[Link].2 Incorrect Chart Information...........................................................................13
[Link].3 Conversion Errors........................................................................................13
[Link].4 Security Scheme Errors (SSE).....................................................................14
[Link].5 ECDIS Reliability..........................................................................................14
[Link].6 Contacts.......................................................................................................15
[Link] ECDIS Failure..............................................................................................15
[Link].1 ECDIS Primary and Total Failure.................................................................16
[Link].2 ECDIS Sensor Failure..................................................................................18
[Link].3 ECDIS Power Failure...................................................................................19
[Link].4 ECDIS Cyber Security..................................................................................19
[Link].5 ECDIS Data Backup Procedure...................................................................20
[Link].6 ECDIS Failure Drills.....................................................................................20
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[Link] ENC (Electronic Navigation Chart)...........................................................21

[Link].1 ENC Cell File Names...................................................................................21
[Link].2 ENC Navigational Purpose..........................................................................22
[Link].3 ECDIS Chart 1..............................................................................................22
[Link].4 Pick Reports.................................................................................................23
[Link].5 Traditional and Simplified Symbols..............................................................23
[Link].6 Display of non-ENC Data.............................................................................24
[Link].7 Overlapping Data.........................................................................................24
[Link].8 [Link] file.........................................................................................25
[Link].9 Admiralty Raster Chart Service (ARCS)......................................................26
[Link] ENC Display................................................................................................27
[Link].1 Display Modes..............................................................................................27
[Link].2 Color Palettes (Day and Night use of ECDIS)..............................................29
[Link].3 Display of Depth Shades..............................................................................30
[Link].4 Shallow Pattern............................................................................................31
[Link].5 The Isolated Danger Symbol........................................................................32
[Link] ENC Display Scale......................................................................................33
[Link].1 Compilation Scale........................................................................................33
[Link].2 Selecting Appropriate Display Scales..........................................................33
[Link].3 Over Scale Area...........................................................................................34
[Link].4 Scale Maximum (SCAMAX).........................................................................35
[Link].5 Dangerous Effects of Over-Scale ECDIS Display Near “Isolated Dangers” 35
[Link].6 Scale Minimum (SCAMIN)...........................................................................36
[Link] ECDIS Overlays..........................................................................................37
[Link].1 RADAR Overlay (RIO)..................................................................................37
[Link].2 ARPA Information Overlay...........................................................................37
[Link].3 AIS Overlay..................................................................................................38
[Link] ENC Accuracy.............................................................................................40
[Link].1 Survey Accuracy – CATZOC........................................................................40
[Link].2 Unreliable Depths.........................................................................................45
[Link].3 Datums.........................................................................................................46
[Link].4 Risk of Over-Reliance on ECDIS.................................................................47
[Link] Installing and Updating ENC.....................................................................48
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[Link].1 Installation of ENC........................................................................................48

[Link].2 Updating ENC and AIO................................................................................49
[Link].3 Withdrawal of ENC.......................................................................................51
[Link].4 Temporary and Preliminary Notices.............................................................52
[Link].5 Navigational Warnings, NAVTEX messages and Local Information............53
[Link].6 Chart Management.......................................................................................55
[Link].7 Electronic Chart (ENC) Coverage................................................................56
[Link] Safety Settings in ECDIS display..............................................................56
[Link].1 Safety Depth.................................................................................................56
[Link].2 Spot Sounding Depths.................................................................................57
[Link].3 Safety Contour.............................................................................................57
[Link].4 Navigation Across the Safety Contour.........................................................59
[Link].5 Safety Contour Value Greater Than Safety Depth Value.............................60
[Link].6 Shallow Contour...........................................................................................61
[Link].7 Deep Contour...............................................................................................61
[Link].8 Look-Ahead Zone.........................................................................................62
[Link].9 Cross Track Corridor (XTC).........................................................................63
[Link].10 No-Go Areas................................................................................................64
[Link].11 Wheel Over Positions...................................................................................65
[Link].12 Critical Points...............................................................................................66
[Link].13 Man Overboard (MOB).................................................................................67
[Link] Position Cross-Checking...........................................................................67
[Link].1 Position Cross-Check Methods....................................................................68
[Link] ECDIS Passage Planning...........................................................................71
[Link].1 Route Appraisal............................................................................................71
[Link].2 Route Planning.............................................................................................77
[Link].3 Route Execution...........................................................................................89
[Link].4 Route Monitoring..........................................................................................90
[Link].5 Records and Documentation........................................................................93
Bibliography...................................................................................................................93
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7.2.1 Navigation Policy

Navigation Policy
The safety of the crew, the ship, the cargo, and the protection of the environment are the
most critical objectives of the Company’s navigation procedures. To achieve this goal:
 The ship’s navigation is following the BTM concept to eliminate the “one man error”.
 All deck officers know the company’s navigation procedures and COLREGS.
 All deck officers know their duties, the operation of all navigational equipment, and
the ship’s maneuvering capabilities.
 The contracted chart agents provide all ships with up-to-date ENCs and navigational
publications, and the designated officer makes all necessary updates.
 The navigation officer prepares the passage planning before the voyage and gets
approval from the Master. The voyage must be according to the passage plan,
including any modifications due to weather, traffic, and ship condition at any stage.

Master: You are fully responsible for the ship's safe navigation and you must:
 Obtain all relevant navigational information.
 Follow all applicable international, national, and local navigational rules.
 Plan all courses according to the company’s passage planning requirements.
 Ensure that all operating practices safeguard the crew, the ship, the cargo, and the
environment.
This responsibility extends to all bridge team members, officers and ratings, who must
always be careful to prevent incidents.
The safety of life and ship is always more important than any other considerations.
Nothing in this policy or any company’s procedure relieves any Master, officer, or rating
from their responsibility to apply their knowledge and demonstrate sound judgement.

[Link] Safe Navigational Concept

Master: Make sure that:
 BT members are:
o Trained for all their duties
o Ready to operate all navigation equipment and systems.
 ENCs and publications are available and up to date.
 All navigation equipment is operational.
OOW:
 The crew and ship’s safety always comes first.
 Navigation is your primary responsibility.
 Immediately resolve any uncertainty concerning the ship's position.
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Navigation Officer / Master: Make sure that all OOW are aware of the
back-up to any navigation system as well as the procedure of switching
between the two in case of a failure (e.g., the GPS is the backup of speed
log regarding the speed data).
CAUTION

Operations/Marine Manager:
 Apply and continuously review the navigational standards onboard ships for continuous
improvement.
 Regularly review and compare the results of internal and external navigational audits,
verification assessments, and VDR analysis to:
o Ensure compliance with the navigational practices, procedures, and standards.
o Identify trends, assign any necessary follow-up actions and training, develop
improvement plans, set targets, and monitor the rectification actions.
o Review and update navigational practices and procedures.
 Review the applicable regulatory framework, industry standards, and best practices and
communicate any relevant information to the company and fleet.
 Issue Navigational Campaigns and Circulars and distribute them to the fleet.
GM: Authorize the Operations/Marine Manager to implement suitable controls to ensure
navigational standards and verify that regular review and update of navigational standards are
properly followed.

[Link] Navigational Assessments and Audits

Refer to Ch. 12.

[Link] Succession of Command

Master: Hand over temporarily the command to the C/O onboard, when incapable for any reason
to command the ship.
OOW: Inform the C/O immediately, if there are reasons to believe that the Master is under the
influence of drugs and/or alcohol, or is incapable to command the ship.
C/O: Upon undertaking the ship’s command for any reason:
 You are accountable to the Master and the Company.
 You have the full authority to issue any orders or instructions that the Master would
normally issue.
 Immediately notify the Operations/Marine Manager.
 Record in Bridge Log Book the change of command.
Operations/Marine Manager: Advise the DPA, and the Crew Director immediately.

[Link] Delegating Authority

Master: Responsible for the ship’s safety at all times. When you have to rest or you are otherwise
engaged, then:
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 Issue supplementary orders in the Bridge Order Book to cover the periods of his
absence.
 Pre-plan the presence/absence from the Bridge.
 Delegate authority to the OOW.
 Inform the C/O.
OOW: Record in the Bridge Log Book the time of conning change.

[Link] Types of Navigation

There are 3 main types of navigation:
 Pilotage, following the visual clues of the surroundings and checking them out on the
chart.
 Instrumental, using non-electronic navigation instruments such as compass and sextant
together with nautical charts and publications to determine position (e.g., celestial, dead
reckoning).
 Electronic, using either radio beam or satellite systems (e.g., GNSS).

Master / OOW: Avoid over-reliance on electronic systems because they

can fail. Navigational safety requires both modern and conventional
navigation competence.
CAUTION

[Link] Phases of Navigation

Five phases define the navigation process:
1. Open / Deep Sea: When transiting at a distance more than 12 nm from the coastline and/or
outside the 50 meters contour.
2. Coastal / Shallow Waters Passage: When transiting at a distance equal to or less than 12
nm from the coastline and/or within 50 meters contour.
3. Port approaches, channels, fairways: When transiting in areas of shallow waters having
limited room to navigate, within the jurisdiction of a port authority (e.g., confined waters or
pilotage waters).
4. At anchor: When the ship is floating in sheltered or unprotected waters and is prevented
from moving by its anchor.
5. Alongside: When the ship is at a specific location at a port where it may be moored, usually
for purposes of loading or unloading.

7.2.2 Terms and Procedures

[Link] Sea Passage

A voyage extends from berth to berth. Sea passage is the phase of a voyage between the
seaward limits of pilotage waters at the ports or places of departure and destination, usually
denoted by “Full Away on passage” and “End of Sea Passage” entries in the Bridge Log Book.
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OOW: Inform the E/R, as per the ship / passage’s needs and in any case at no less than 2 hours.

[Link] Voyage
Means a journey of the ship from the moment of leaving the discharge port in ballast condition till
the end of the unloading operation at the discharging port, including the time required to load or
unload the ship.

[Link] Ship’s Time

Navigation Officer:
 Keep the ship's clocks on local time or zone time, except for the GMDSS clock, which
should be always set on UTC.
 Use the 24-hour format (00:00 to 24:00) for time recording.
 When you record times (unless otherwise instructed), use the hh:mm LT (i.e., 19:30 LT)
format in all forms / records.

[Link] Ship’s Safe Speed-Relative Speed

Master / OOW:
 Maintain a speed appropriate to the prevailing traffic, navigational hazard proximity and
weather conditions.
 Adjust speed, in order to be able to receive proper and effective action to avoid collision
and/or stop the ship within a distance appropriate to the prevailing circumstances and
conditions.
 Relative speed, as indicated by the speed log, is the speed through the water (STW). It
can differ from the ship’s speed over the ground (SOG) due to the effect of water
currents and winds to ship’s hull.
 Comply with national regulations regarding ship’s speed.

Note
VLCCs and deep draught ships navigating in the Straits of Malacca and Singapore shall, as far as
it is safe and practicable, proceed at a speed of not more than 12 knots over the ground in the
following areas: a) At One Fathom Bank traffic separation scheme, b) Deep-water routes in Phillip
Channel and in Singapore Strait, c) Westbound lanes between positions 01°12·51’N,
103°52·15’E and 01°11·59’N, 103°50·21’E and between 01°11·13’N 103°49·08’E and
01°08·65’N, 103°44·30’E.

[Link] Daily Noon Position, Arrival or Departure Reporting

The purpose of daily noon position, arrival or departure reporting is to inform the company for the
position and basic parameters of the ship and the voyage at regular intervals.
Master: Prepare and send to office arrival and departure reports as well as the position report
every day at noon, while the vessel is sailing.
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Note
Samples of daily noon, arrival and departure messages are included in the appendix V of this
chapter.

[Link] Standby Engines

Master / OOW / OOEW: Order Engine on "standby" at any time during the voyage, informing the
E/R promptly. Engineers must be ready to respond immediately to any engine orders.

[Link] RPM Posting

Navigation Officer:
 Consult the table of correspondence of engine’s rpm with the telegraph order and the
expected ship speed, in laden or ballast condition, when necessary. The table should be
posted on the bridge, near the engine telegraph position.
 Use the values provided from the correspondence of engine’s rpm and the expected ship
speed, in ballast or laden condition, during the passage planning.
 Record any change on the engine’s telegraph (e.g., from FA to STBY) in the Bridge Log
Book.

[Link] Maneuvering Characteristics

Navigation Officer:
 Be familiar with the ship’s maneuvering characteristics as indicated on the wheelhouse
poster and the maneuvering booklet.
 Use values of ship’s maneuvering performance, as provided on the wheelhouse poster
and the maneuvering booklet, during the passage planning.
 Be aware that ship’s maneuvering performance may differ from that shown on the poster
and the booklet, due to environmental, hull and loading conditions.

[Link] Ship’s Draft

OOW: Be aware of the current ship’s draft and proceed with any adjustment required to the safety
settings of the bridge equipment when the draft is changed (e.g., UKC calculation, safety contour,
safety depth, echo sounder alarm etc.).

[Link] Air Draft / Overhead Clearance (OHC)

The distance from the water line to the highest point of the ship, usually the top of a mast or an
antenna at the highest point, is defined as Air Draft.
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When the ship plans to pass under an overhead object, it is vital to know the overhead clearance
at the time of passing. The Overhead Clearance (OHC) is the difference between the highest
point of the ship and the lowest point of any bridge, cable or other overhead obstruction.
Master / OOW:
 Consider the following factors affecting the Overhead Clearance:
o Ship’s air draft as measured from the baseline (keel)
o Ship dynamic draft
o Effect of trim
o Tidal height / water level
o Movements in sea and swell.
 Provide allowance for the ship’s steering performance and drift angle in case of bridges
with a maximum clearance in the centerline only.
 Assess the ship’s steering performance when passing under bridge with the highest point
positioned in a narrow section.
 Adjust the heading to maintain the desired course when the currents and/or the wind
affecting the ship as she is passing under an overhead obstruction.
 Take always into account the charterers voyage orders and the relevant Charter Party.
 Consider the risk of an electrical discharge between the ship and the power line.
 Consider that the center of a channel IS NOT always the lowest part of a power line.
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The Overhead Clearance (OHC) policy is stated below:

Description Requirements Policy

No available restrictions Min OHC of 0.9 m.
Overhead “general
obstacles” (e.g., Bridge) Given safe passing clearance Follow safe passing clearance.
(according to charts or authorities) NEVER less than 0.9 m.
Power cables, requiring No available restrictions Min OHC of 3.0 m.
an additional safety
margin Given safe passing clearance Follow safe passing clearance.
(according to charts or authorities) NEVER less than 3.0 m.

Master / OOW: When you are unable to meet company OHC policy, consult
the Operations/Marine Department immediately and do not proceed until a
full appraisal and a RA have been made to determine if the passage below
WARNING the obstacle is safe. The decision to proceed is ultimately at your discretion.

When making a RA to decide on a safe OHC, consider the following factors:

 Clearance according to chart and authorities
 Air draft of the ship
 Tidal height
 Width of the overhead clearance
 Steering performance and leeway
 Ship’s movement in sea and swell
 Reliability of all data used in calculation
 Voltage, the risk of electrical discharge when passing under power cables
 In rare occasions, lower clearance due to heavy ice build-up on the power cables.
The calculation of the Air Draft requires the following:
1. Calculation of the distance between the frames of aft draft scale and the frame in line where
the main mast is. Use the frame spacing indicated in the General Arrangement Plan.
2. Calculation of the distance between keel and mast head (or antenna at the highest point).
The distance (in meters) is indicated in the General Arrangement Plan; however, it is prudent
to check for modifications made through the life of the ship.
3. Calculation of the tide height (in meters) for the time of passing under the overhead
obstruction. This can be obtained either from the Tide Tables (ATT) as optimal or from local
authorities (written information).
4. Calculation of height correction due to trim (if applicable).
5. The above data is used to define the Air Draft (see form N 005). Subscribing the air draft from
the lowest point of any overhead obstruction we obtain the OHC.
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WARNING The overhead clearance calculation should not be based on sinkage by

squat. Consider the squat always as zero.

[Link] Underkeel Clearance (UKC)

The UKC determines the smallest distance between the bottom of the ship and the seabed.

Static draft is the distance between the

sea level (referenced to the datum of the
chart) and the lowest level of ship’s keel.
Dynamic draft is the draft of the ship
when it is subject to squat, sea and swell
influences and increase of draft due to
heel when turning/rolling or trim when
pitching.
Gross UKC is found by subtracting the
ship static draft from the amount of water
available (depth and tide).

[Link].1 Minimum Dynamic UKC Policy

The Company has set the below minimum dynamic UKC policy.

Condition Minimum UKC

Open/Deep Sea/Waters  When the water depth is more than twice of ship’s
maximum static draft, then no UKC calculations are
required.
 When the water depth is less than or equal to twice
the ship’s summer draft, the minimum UKC must be
greater than 50% of current maximum static
draft, but not less than 3,0 m.

Coastal passage / Shallow waters  When the water depth is more than twice of ship’s
maximum static draft, then no UKC calculations are
required.
 When the water depth is less than or equal to twice
the ship’s summer draft, the minimum UKC should
be greater than 20% of current maximum static
draft, but not less than 1,0 m.

Fairways, channels, canals, The minimum UKC required must be greater than 10%
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rivers, port approaches of the static draft, but not less than 0.6 m.

Alongside a dock or moored to a The minimum UKC must be greater than 1,5% of the
terminal in a sheltered location ship’s moulded breadth, but not less than 0,6 m.

SBM / CBM / SPM The minimum UKC must be greater than 10% of the
static draft, but not less than 0,6 m.

At anchor or adrift When at unprotected waters, the minimum UKC must

be greater than 20% of the static draft, but not less
than 2,0 m.

When at protected / sheltered waters (1), the minimum

UKC must be greater than 10% of the static draft, but
not less than 1,0 m.

Malacca and Singapore straits The minimum UKC must be greater than 3,5 m. for
ships with draft exceeding the 15 m.
Eastern bank The minimum UKC should be greater than 4 m.

(1) Sheltered waters are water bodies with shorelines that are not subject to the direct action of
undiminished ocean waves.

Note
Master / OOW:
 The drafts referred to in the above table are the drafts of the vessel in the prevailing water
density at the specific location. If there is any doubt as to the actual water density, then
the fresh water draft shall be assumed so as to err toward safety.
 Masters shall plan their voyages to avoid, wherever practical, transiting areas where the
UKC is less than double the vessel’s maximum static draft.
 When there is a combination of any of the above cases, the stricter policy applies.
 Refer to form N 005 for UKC calculations.

If charterers, port or canal authorities have rules stricter than the above UKC
criteria, then such stricter UKC allowance is adhered to.
WARNING

[Link].2 Factors to be Considered when Calculating and Evaluating the UKC

The UKC policy applies to the dynamic condition of the ship, where below variables are applied to
the static draft:
 The effect of squat based on the ship’s speed through the water.
 The location of the ship: open waters or confined waters.
 Environmental conditions such as: water density, prevailing weather, height of swell,
tidal height and range, atmospheric pressure, local anomalies, current.
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 The nature and stability of the bottom (e.g., sand wave phenomena, silting).
 Reduced depths over pipelines or any other obstructions.
 The ship’s size and handling characteristics and how the ship squats, whether by
head or stern.
 The reliability of the ship’s draft observations and calculations, including estimates
of hogging or sagging.
 Increase in draft due to heel when turning/rolling.
 Wave response allowance, which is the vertical displacement of the hull due to heave,
roll and pitch motions.
 The accuracy/reliability of hydrographic data. This is generally found described on
tabulated source diagrams or as “Zones of Confidence” and takes into account how the
depths were obtained originally, i.e., via hand leads or sophisticated survey methods
(see refer to paragraph [Link].1 of this Chapter).
 The accuracy of tidal predictions. The ocean-atmosphere interaction and the
horizontal gradient of atmospheric pressure can cause both an increase in the level due
to the stacking of water on the coast and a reduction in the level due to the withdrawal of
water by local or synoptic phenomena, such as wind speed and direction and/or high or
low barometric pressure.

[Link].3 Consideration of CATZOC in UKC Calculations

The ZOC uncertainty should be addressed to UKC calculations. Taking into account the minimum
UKC policy and the ZOC uncertainty of the chart, either of the following two outcomes will apply:
 The UKC required is greater or equal than the ZOC uncertainty: then there is no need for
additional measures
 The UKC required is less than the ZOC uncertainty: then the Master should advise the
Operations/Marine Department and request additional information for the port in order to
assess the risk, through a RA, and decide whether is safe to proceed, taking into account
that the uncertainty is larger than the remaining safety margin.

Master / OOW: In addition, when the ship is planned to sail in areas where the zone of
confidence is D or U and the calculated dynamic UKC is less than 3,5 m., consider the following
in advance:
 Conduct a RA examining the possible hazards.
 Advise the Operations/Marine Department on the RA’s outcomes and request written
approval.
 Review the sailing directions recommended route for the particular passage.
 Check for regular shipping lanes for the particular voyage.
 Previously used route by the ship.
 Verify that the course is plotted in areas with dense spot soundings.
 Contact local authorities/agents seeking for latest details about draft restrictions and
information that includes:
o Date of most recent dredging
o Maximum allowed arrival / departure draft
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o Most recent deepest arrival / departure draft (arrival and safe berthing of ships
of similar size and draft establishes a degree of safety for the transit under
prevailing environmental conditions)
o Expected movement of traffic in the area
o Controlled transit speed.

Master: When the ship is required to sail in CATZOC areas C, D or U,

advise the Operations/Marine Department and assess the risk through a
RA.
CAUTION

[Link].4 Actions when UKC Policy Requirements cannot be met

There may be occasions when the Master is unable to meet the Company’s UKC requirements,
for instance, when:
 Voyage orders specify a draft or a cargo nomination that would result in an UKC less
than the minimum required.
 There are local regulations, rules or recommendations by relevant authorities, which
provide for a UKC less than the minimum required.

Master: When you are unable to comply with criteria “greater than” as set at
the minimum UKC policy, then:
 Consult the Operations/Marine Manager and Operator immediately,
WARNING and
 Do not proceed, until a full appraisal and a RA have been made to
determine if the passage may be carried out safely.
The decision to proceed is ultimately at your discretion. The “not less than”
criteria set at the minimum UKC policy are the absolute limits.

The Risk Assessment shall take into consideration the following:

 Local survey information received from port authorities, local agents and pilots:
o The actual depth of Berth / Loading / Discharging Areas or SBM
o The maximum permitted draft
o The tidal data that can be quite different due to local anomalies
o The characteristics of the port / berth area including the nature of the sea
bottom.
 Latest and most accurate data, utilizing the latest editions of properly corrected charts
and publications:
o Water depth in terminal approaches at low water
o Expected tide
o Water depth in berth at low water
o Sufficient UKC
o Safe OHC, when applicable.
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 Common practice and good seamanship:

o Sound around the ship shortly after arrival when conditions permit and at
frequent intervals, where possible. Record the sounding in the Bridge Log Book.
o Monitor the indications of echo sounder at frequent intervals and at critical
points.
o Check the water density of the port upon arrival and, if the port is subject to
water density changes due to tidal factors, then also check the water density at
the high and low water phases.
o Monitor the ship’s trim and draft.
o Make sure there is enough UKC at any stage of the voyage, at anchorage and
alongside.

Master / OOW: Take all reasonable precautions to make sure the ship
NEVER runs aground.
WARNING

o Evacuate the berth if there is any risk of grounding.

 Operation matters in connection to the prevailing environmental conditions:
o Berthing / unberthing times
o Expected commencement / completion of cargo operation.
 Previous experience / records for the specific port / berth areas.

[Link].5 Communication of the UKC Calculations

Master:
 Present to the pilot the passage plan, along with the UKC calculation of the transit.
Bring to the attention of the pilot the transits through shallow waters and discuss in detail
the ship’s dynamic UKC. Maintain a record of information exchange in the form N 014.
 Provide to the office, upon request, the passage plan along with the UKC calculations of
the passage. Inform the office immediately if you can’t maintain the required UKC at all
stages of the planned voyage.
 Inform the agent and the port authorities about the minimum calculated UKC as part of
the ship’s clearance process.
 Advise the charterers or the brokers the minimum calculated UKC (if necessary) as
obliged by the terms and conditions of the relevant charter party.
 Report to any third party (port control, VTS) the ship’s UKC as part of a voluntary or
mandatory reporting system.

[Link].6 Safety Settings Affected by the Dynamic UKC Calculation

 Safety contour
 Safety depth
 Echo sounder alarm.
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
OOW: Set the depth alarm of the Echo Sounder to the following value:
Minimum UKC (as per Company’s policy) + 10% of the minimum UKC or
1,0 m., whichever is the greater.
CAUTION

[Link].7 Updating UKC Calculations

OOW: Update the UKC calculations to reflect:

 The new predicted time of passing over critical hydrographic features where the passage
is delayed for more than 2 hours.
 The actual speed when the speed used for calculation had been exceeded by more than
10% when actually passing the critical hydrographic feature.
 Any change to the source of data used for the initial calculation.

[Link] Safe Draft Declarations

Master:
 In port areas where the relevant Authority manages channel navigation and terminal
limitations based upon a declared “safe draft”, rather than indicating depth and required
UKC, follow the declared safe draft.

Master:
 Do not proceed, until a full appraisal and a RA have been made to
determine, if the passage may be carried out safely. The RA must
WARNING examine the existed hazards with emphasis to:
o Recent safe transit of the channel from similar size ships under
similar conditions (i.e., draft)
o Conduct of the passage / transit under Authority Pilotage.
 Advise the Marine Superintendent and Operator with the RA outcomes
and wait for their written approval (if any)
 The decision to proceed is ultimately at your discretion.

 Present the ship at a draft equal or less than the dictated safe draft, taking into account
the water density at which the safe draft is to be observed.
 Continue to seek for the latest and most accurate depth survey data, utilizing the latest
editions of properly corrected charts and publications. Bear in mind that locally validated
survey data may be most accurate, therefore, consult port authorities, and local pilots for
any updated information.
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Master: When receiving data through agents and shippers, great care
needs to be taken to cross check and verify to the fullest extent possible
that the data is valid.
CAUTION

 Proceed with UKC calculations for ship’s passage, when relevant depth survey data has
been defined / provided.
 Record the safe draft on all relevant SMS forms / checklists.
 Have readily available the email received from the Authority indicating the safe draft.

[Link] Squat
Squat is the loss in UKC as a ship moves forward after being at rest. Squat is made up of 2
components, one is mean bodily sinkage and the other is trim ratio forward or aft. Ship squat can
be caused in 2 ways:
 On most occasions squat is caused by the forward motion of the ship. As the ship moves
forward, she develops a mean bodily sinkage together with a slight trimming effect. The
ship’s bodily sinkage and the trim ratio (forward and aft) is known as ship squat.
 The other occasion where squat will occur is with moored ship, in an ebb tide, alongside
a jetty. Tide speed along the stationary ship produces, as before, components of bodily
sinkage and trimming effects. The 2 combined give ship squat for stationary ship.

The squat as a consequence of tide speed could lead to underloading cargo

aboard a ship being loaded ready for departure.
CAUTION

[Link].1 Shallow Water Indications

A ship behaves differently in shallow water than she does in deep water. It becomes necessary to
know when a ship has entered shallow waters:
 The ship’s resistance will increase
 Speed will be reduced despite the same input of engine power
 Propeller revolutions will be reduced
 The squat will be increased
 Wave making increases at the forward end of the ship
 Ship becomes more sluggish to maneuver
 Ship may start to vibrate suddenly because of entrained water effects causing resonance
 Rolling, pitching and heaving motions decrease due to the cushion of water beneath the
ship.

[Link].2 Factors Affecting Ship Squat

The main factors affecting the ship’s squat are:

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 The forward speed which is the speed of the ship through the water (STW). This is the
most important factor because ship squat varies directly as square of forward speed. If
the speed is halved then the squat is quartered.
 The block co-efficient (Cb).
 The relationship between the depth of the water (H) and the static mean draft of the ship
(T). As H/T decreases, squats increase.
 The presence of river or canal banks. The closer banks are to the sides of a moving ship,
the greater will be the squats.
 The presence of another ship nearby in a crossing or passing maneuver, increases the
squats on both ships.

[Link].3 Practical Calculations for Squat

Use the following methods for calculating the approximate squats when in open or confined
waters:
Maximum Squat = CB x C2 / 100, in open waters, or
Maximum Squat = 2 x (CB x C2 / 100), in confined waters
CB: Block Co-Efficient; C: Speed over ground
OOW: Calculate squat in form N 005.

Squat information for various ship’s speeds on both loaded and ballast
conditions must be readily available (posted) on the bridge.
CAUTION

[Link].4 Effect of the Squat on Ship’s Draft

Knowing how to predict maximum squat is important. Equally important is knowing whereabouts
on the moving ship it will occur. It all dependents on how each ship is trimming when static.
 When the ship is even keel, while stationary (trim is zero).
o Trim by head if the CB is greater than 0,700
o Trim by stern if the CB is less than 0,700
o Usually not trim if CB is 0,700. The squat will consist only of the mean bodily
sinkage component.
 When the ship is trimming while stationary, then the following applies:
o If the ship is static and trimming by head, then when underway bodily sinkage
will occur plus a slight trimming effect by head.
o If the ship is static and trimming by stern, then when underway bodily sinkage
will occur plus a slight trimming effect by stern.

[Link].5 Prevention of Squat and its effects

Master / OOW: To prevent excessive squat and its effects consider the following:
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 Reduce speed - this is the most efficient way.

 Increase the H/T value (where H is the depth of the water and (T) is the static mean draft
of the ship). This can be done by unloading the water ballast or moving the ship into
deeper water.
 Reduce the CB value, by reducing the static mean draft. The C B at a lower draft will
reduce the squat value.

[Link].6 Communicating the Squat Calculation

Master / OOW: Communicate the squat values to:
 Shipboard personnel; the bridge team members need to know about the theory and the
possible dangers resulting from excessive squat.
 Pilot(s); they need a detailed appreciation of the squat when assisting with the passage
of ships along narrow rivers, through canals and shallow waters.

Agree the maximum speed of transit used for squat calculation with Pilot
and clearly specify in the Master/Pilot information exchange form and UKC
calculation form.
CAUTION

 Any third party needing to know about ship’s squat, like port authorities.

[Link].7 Wave Response Allowance

It is the vertical displacement of the hull due to heave, roll and pitch motions.
Master:
 These are short-period oscillatory changes in water level, with wavelengths generally
shorter than the length of the ship. The lowest point in the water that any part of the
ship's hull reaches contributes to the maximum draft. The heave (vertical up and down
motion of the entire hull), the pitch (the angular up and down motion of the bow and stern
in opposite directions), and the roll (the angular up and down motion of the port and
starboard sides of the ship in opposite directions) all can contribute to the maximum
draft.
 The effect of waves on the ship depends on the hull shape, water depth, seabed profile,
and wave size. The maximum vertical and rolling motions of waves are often uncertain.

[Link].8 Interaction
Interaction is the resultant effect of positive and negative forces around the ship’s hull when
meeting another ship or obstruction, which is manifested in different ways, from involuntary
changes of speed to unexpected changes of course, draft or trim and can lead to collision or
grounding.
Situations in which interaction is involved:
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 Ships which are attempting to pass one another at very close range (overtaking or head-
on encounter).
 Ships which are maneuvering in a close distance for operational reasons, particularly
when the larger ship has a small UKC.
 Ships with a small UKC which stop rapidly, when approaching an enclosed basin,
resulting in unexpected sheering. Included in this category is the reduced effect of
accompanying tugs which may sometimes be experienced in these circumstances.
Interaction can cause one or more of the following situations:
 If two ships are passing or overtaking in a river, the squats of both ships could be
significantly increased, even doubled, when both amidships are directly in line.
 When two ships are directly in line, each ship will develop an angle of heel and the
smaller ship will be drawn bodily towards the larger ship.
 Both ships could lose steerage efficiency and alter course without change in rudder
helm.
 The smaller ship may suddenly veer off course and head into the adjacent riverbank or
into the side of the larger ship.
In other words, there is a ship to ground interaction, a ship-to-ship interaction, and a ship to shore
interaction.
Master:
 Examine the depth contours and channel dimensions, during the passage planning
stage, to identify areas where interaction may be experienced.
 Stay alert and try to decrease the effects of interaction by:
o Maximizing the distance from other ships.
o Reducing speed.
o Using the rudder to counteract yawing effects caused by the presence of
another ship or the nearby riverbank.
o Maintaining the effectiveness of rudder, e.g., proceed with a momentary
increase of propeller revolutions when going ahead to materially improve ship’s
control.
o Avoiding cross or overtake other ships, while in confined and shallow parts of
the transit.

[Link].9 Bank Effect

Bank effect occurs due to asymmetric flow around the ship hull when sailing near a bank, which
results in a force acting on the ship and a yawing moment pushing the bow away from the bank.
Grounding due to bank effect is a possibility. The magnitude of this effect depends on:
 Bank shape
 Water depth
 Ship distance from the bank
 Ship properties, and
 Ship’s speed.
A decreased distance between ship and bank:
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 Tends the ship’s bow away from the bank (bow cushion) and moves the stern towards
the bank (bank suction)
 Influences maneuvering performance considerably
 Makes the ship difficult to steer
 Increases ship speed.
Master:
 Prevent the possibility of grounding by:
o Keeping the ship in the center of fairway or as much as possible away from the
bank.
o Using the correct rudder helm.
o Reducing speed.
o Maintaining the effectiveness of the rudder.
 Familiarize the bridge team with the bank effect forces that influence ship trajectory.

[Link] Distance Off

[Link].1 Safe Distance Off Shores

Master / OOW:
 Maintain a safe distance off lee shores (1) in particular and all shores whenever possible,
as to minimize the risks of collision, grounding and any impact to the environment.
 Maintain the following distances from the shore lands, when feasible and safe:

Condition Distance
Laden Condition A minimum distance of 25 nautical miles

Ballast Condition A minimum distance of 15 nautical miles

(1) Lee shore means the shore being on the lee side of the ship, thus in cases of engine breakdown the ship will drift,
because of the winds towards the shore.

[Link].2 Safe Distance from Navigational Hazards

Master / OOW:
 Keep a safe distance from critical hydrographic features (e.g., wrecks, shoals etc.) based
on the size of the ship, the area sailing and the prevailing weather conditions.
 Consider the position accuracy when navigating in ZOC categories C, D or U.
o Open sea navigation:
 Identify hazards to surface navigation and mark them with an alarmable
area.
 Maintain a safe distance from the hazard(s).
 Verify ship’s position on the ENC before approaching and on clearing the
position.
 Navigate using the ENCs at the compilation scale.
o Coastal navigation and port approach:
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 Identify hazards to surface navigation and mark them with an alarmable

area.
 If there are many hazards in a small area, mark them as one area and
maintain a safe distance from the hazard(s).
 Consider using parallel indexing when passing by areas with numerous
hazards to surface navigation.
 Consider increasing the frequency of position verification.
 Navigate using the ENCs at the compilation scale.
 Maintain a safe distance from critical hydrographic features as per below:

Condition ZOC Categories Distance

A1, A2 or B minimum 1,0 nm
Open / Deep Sea
C, D or U minimum 1,5 nm
Coastal Navigation and A1, A2 or B minimum 0.5 nm
Port Approach / Channel /
Fairways C, D or U minimum 1.0 nm

 Reflect the safety horizontal margins from a critical hydrographic feature in the passage
plan, countersigned by all bridge watchkeeping officers.

Note
Master: In any doubt, increase the margin and state same in the Bridge Order Book.

Master: When it is not possible to maintain the required safe distance

from a critical hydrographic feature:
 Advise the Operations/Marine Manager.
 Seek for additional information in order to assess the risk (through a
RA), and
WARNING  Decide whether is safe to proceed, taking into account always the
safety of navigation.

[Link] Master’s Standing Orders and Daily Orders

[Link].1 Master’s Standing Orders

The standing orders are a set of guidelines to ensure safe ship navigation and operations whether
at sea, anchor or at port.
Master:
 Prepare, sign and date the standing orders upon appointment to the ship.
 Ensure that the orders are drafted to support the SMS and identify any circumstances
where you wish your instructions to be stricter than the SMS requirements.
 Post a copy of the orders on the bridge area, for reference.
OOW: Read, sign and date upon joining the ship and before undertaking the first navigation
duties.
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The Master’s standing orders (see sample in Appendix I) must at least include:
 Definition of restricted visibility and the actions required upon encountered it.
 Definition of the minimum CPA, TCPA and BCR acceptable when he and his deputy are
not present on the bridge and the actions required if those cannot be maintained.
 The minimum passing distance from navigational hazards and/or navigational aids when
the Master and his deputy are not present on the bridge and the actions required if this
cannot be maintained.
 Definition of display layers and alarm settings required to be set on ECDIS for various
navigation conditions and circumstances allowing their change.
 The hazards and limitations of reliance on AIS and VHF in collision avoidance situations.
 Calling the Master.
 The process under which the Master is, formally, taking over the con of the ship.

The Master’s Standing Orders must be signed for understanding by each

bridge team member, when they join the ship and before their first
navigation duties.
CAUTION

[Link].2 Daily Orders

The daily orders are a supplement to Master’s standing orders, covering periods when the Master
is resting or otherwise engaged. They are used to provide additional instructions relevant to the
ship's operation in the short term and prior to the next time the Master expects to be present on
the bridge or to provide further instructions.
Master:
 Write in the Bridge Order Book, at least at daily intervals, your daily orders.
 Include in the daily orders what is expected from the OOW, with specific regard
pertaining to the existing state of weather, sea and traffic.
OOW:
 Sign the daily orders, when taking over the watch, to confirm that they are carefully read,
understood and ensure compliance.
 Brief other members of the Bridge Team, as appropriate, on any particular activities or
requirements during the forthcoming watch.

[Link].3 Calling the Master

OOW:
 Call the Master immediately, when there is any doubt about the safety of the ship or
whenever there is an uncertainty.
 Call the Master early enough, before a doubtful situation developed to an emergency,
allowing him with enough time to understand and respond effectively to the situation.
 Call the Master as required by the Master’s Standing Orders and daily orders.
 Take any action is considered necessary to ensure safety of life, environment, ship and
transported cargo until the Master arrives to the bridge.
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 Do not hesitate to call the Master, if you are thinking “shall I tell them about this?” the
answer is always YES.

If contact with Master is not possible in an emergency, make an

announcement in Public Address system and ring the General Alarm with 3
short blasts.
CAUTION
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Failing to call the Master promptly can lead to an increased level of risk of:
 Collision
 Grounding
 Safety of life
 Damage to the environment
 Ship delays
 Cargo leaks or spills
 Property damage
 Reputation damage due to delays or losses
 Commercial losses.
Note
For occasions to call the Master, refer in the Appendix I, Master’s Standing Orders.

[Link] Paper Charts Management

The primary and secondary mean of navigation onboard managed ships is ECDIS through ENC.
However, the managed ships may carry paper charts to comply with the carriage of charts and
publications regulations, to mitigate gaps in ENC coverage or for any other reason where paper
charts will be used for navigational purposes.
Correcting and upgrading the paper charts is a constant process. Once the chart is published,
constantly changing navigation features and aids must be promulgated in order to update the
information provided to the ships navigating in those areas.
For the purpose of correcting and updating the charts, the company supplies the managed ships
with weekly Admiralty Notice to Mariners (ANM) electronically.

[Link].1 Nautical Charts Folio System

An updated and corrected chart folio system comprises of:
 Chart correction Log and Folio Index
o Paper Chart Maintenance Record (NP 133A) - Enables easy maintenance
and cross-indexing of corrections made to ADMIRALTY charts, as well as a
record of weekly NMs, new charts and new edition for auditing.
o Chart Correction Software (OneOcean) - The paper copy of weekly NMs is
digitized using software popularly named as OneOcean. Being online with a
chart correction service provider, this organizes chart folios onboard in the form
of a database and the corrections received being individually listed under
respective charts. The OOW can then access the system using chart number to
print and apply any specific or all applicable corrections for any chart present
onboard. There is an offline database and software in use onboard ships where
corrections are supplied in the form of weekly mail attachments. Use these to
keep the chart correction database up to date exactly like the paper copy of the
Weekly NMs.
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 Admiralty Chart catalogue (NP131) - Published every year with current and updated
editions of charts, however, if during the year the Weekly NM indicate any new editions
or new charts, they are to be inserted in the chart catalogue by the Navigating Officer.
 Admiralty Sailing Directions - Provides essential information to support port entry and
coastal navigation for all classes of ships at sea. Split across 76 volumes, coverage
includes the world’s main commercial shipping routes and ports.
 Weekly Notices to Mariners - Issued on a weekly basis by the Admiralty, these notices
contain corrections to charts and various other publications such as Admiralty sailing
directions, list of lights and radio signals. They also include temporary and preliminary
notices to correct charts. The year begins with notice no .1 being issued in 1 st week of
January and the numbering increases chronologically till last week of the year. They also
notify about any new charts or new editions being published and their previous editions
being cancelled. The corrections are mentioned either in the form of co-ordinates with
instructions or in the form of overlay chart tracings and blocks to be cut and pasted. New
editions of Admiralty list of lights and fog signals, Admiralty Sailing directions and
Admiralty List of Radio Stations are provided when available.
 Cumulative List of Notice to Mariners - These are published twice a year in January
and July and provide a list of current editions of all Admiralty Charts and the serial
numbers of notices affecting them which have been issued in previous 2 years. The
charts onboard can be verified for any missing corrections by checking them against the
Cumulative Lists.
 Annual Summary of Notices to Mariners - All the temporary and preliminary notices
for a previous year are being published collectively in Annual Summary of NMs. They are
quick/handy references to determine which of all temporary and permanent corrections
are applicable to a chart. They also contain summary of corrections to sailing directions.
 Admiralty List of Lights – Provides descriptions of the characteristics of lights and fog
signals, together with the equivalent foreign language light descriptions, with
identification and tables to assist in the calculation of geographical and luminous ranges
of lights.
 Admiralty List of Radio Signals – It is split across 6 volumes with contents ranging
from Maritime Radio Station listings to Maritime Safety Information Services worldwide.
 Admiralty Tide tables – Provides accurate tidal predictions worldwide, reducing the risk
of error and providing OOW with an easy means of viewing both UKC and safe OHC.
 Symbols and Abbreviations used on Paper Charts (NP5011) - Provide details on
symbols and abbreviations used on the worldwide range of ADMIRALTY charts, and
international Chart Series Paper Charts. It also contains information on hydrography,
topography and navigational aids and services.

The Company has a contract with a designated chart supplier (Vanos S.A),
who has the responsibility to supply on a timely basis new charts and new
editions applicable to the folios onboard. Other than that, weekly NMs,
CAUTION Annual Summary of NMs and their supplements are also provided.

[Link].2 Types of Chart Corrections

The following corrections are listed in Weekly Notices to Mariners (ANM):
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 Permanent corrections are listed in the serial number, from the beginning of the year. A
minor correction can be corrected by pen and areas of chart known as "blocks" are
issued for major corrections.
 Temporary and Preliminary (T&P) corrections are carried out in pencil and are erased
after they are canceled or superseded by permanent correction.
 Navigational warnings are listed under NAVAREAs.
Charts must also be corrected for Local Navigational warnings (e.g., NAVTEX warnings) and
Local Notices.

Navigation Officer: Identify the paper charts required for the intended
voyage. Proceed with paper charts request when necessary.

CAUTION

[Link].3 Correction Methods

Navigation Officer:
 Before starting chart correction:
o Ensure that the necessary Notice to Mariners (ANM) are available.
o Highlight the charts onboard with a highlighter pen in the correction log (NP
133A).
o Note down in the correction log correction numbers from all ANMs, that are to
be corrected, in an ascending order.
o Correct the voyage charts first, followed by all charts onboard.
o Pull out the affected chart and confirm from the notice number, whether the last
correction affecting the chart is entered at the bottom left-hand corner of the
chart.

Note
The following equipment must be available for chart correction: 0.25 magenta pen, HB pencil and
eraser, highlighter, paper cutter, cutting board, hex blade, parallel ruler, divider, tracing paper etc.

Navigation Officer: Replace any damaged or warn paper chart with new, in
time.
CAUTION

 After completing each correction:

o Note down the correction number at the bottom left-hand corner of the chart.
o Note down the correction number and week in which that correction received in
correction log (NP133A).
o Strike out the correction number written in Chart Correction Log by pencil.
o Strike out the chart number at the correction in ANM or the tracing.
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o Before moving to the next chart, correct all corrections (as noted from all ANMs)
affecting the chart.
 When a new chart or new edition of a chart is received onboard:
o Highlight the chart number in the correction log. Erase all the old corrections (in
case of the new edition and write the edition date in the pen).
o Enter the Chart Folio and sequence number, from the index. In case of a new
edition, this information is already present.
o Correct the chart for any pending corrections. Record these corrections in Chart
correction log in pencil.
o Correct the Admiralty Chart Catalogue (NP131) if affected.
o Cancel the old edition of the chart by writing boldly on top "CANCELLED" and
remove it from the bridge.

Whenever a new chart or new edition is published, weekly NM carry a

notification of the same. On receiving a new edition or a new chart the
chart correction log is to be updated with the relevant folio number against
the chart number in the index and ‘NC’ or ‘NE’ to be inserted adjacent to
CAUTION the chart number in the correction index.

 If a chart has not been kept up-to-date and the last correction effected on the chart is
very old:
o Check that the edition is currently in the Cumulative NM.
o Check in the latest Cumulative NM against the chart number, the number of
uncorrected notices. Note them down in the correction log.
o Start by correcting the latest correction first and proceed backward until all the
notices are corrected.

On receiving a chart or a notification through weekly NMs which replaces a

previous chart, insert in the chart correction log ‘replaced by’ or ‘cancelled
by’ against the mentioned chart. The folio number to be inserted on the
replacement chart received.
CAUTION

 Temporary and Preliminary (T&P) notices:

o Correct only the voyage charts.
o Look up the list of T&Ps in force (published monthly in ANM).
o Cut out and file, by area the T&P notices received, in the ship’s T&P file. The
index of this file must be "Monthly T&Ps in force" list. The file has to be renewed
monthly when the new one is received.
o Correct voyage charts the T&Ps in force, in pencil, and note the correction
number in the bottom left-hand corner of chart, as well as in the correction log
(NP133A).
 Navigation Warnings:
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o Correct only the voyage charts in pencil and note the correction in the left-hand
corner of chart also in pencil.
o Maintain a proper log of all Navigation Warnings with individual sections for
each area in the following way:
 All Navigation Warnings in force until the year-end are published in the Annual NMs.
 All relevant sections of Navigation Warnings are removed from Admiralty NM and filed
in the Navigation Warnings log in serial order.
 A complete list of all navigation warnings in force is published quarterly, in the weekly
NMs. This list forms the first page of the log.
 The above list is kept updated, as the new notices are received. Old lists are removed
on receipt of a new list at the end of the quarter.
 Obsolete or canceled notices are removed from the log, as required.
 All Nav. warnings are removed at the end of the year when new Annual NMs received.
 Local Navigational Warnings (NAVTEX warnings):
o Correct only the voyage charts in pencil and note in pencil the warning number
in the bottom left-hand corner of the chart.
o Maintain a log file with warning printouts affecting the ship’s voyage. Keep these
printouts till the end of the voyage.
o Apply any newly received warning to voyage charts. Keep charts fully updated.
o Ensure, during passage planning stage, that only the in-force warnings are
plotted in the voyage charts. Erase any outdated warning and remove its
number from the bottom left-hand corner of the chart.

Navigation Officer: You can find detailed instructions and examples of how
to apply corrections to charts in the UKHO’s publication NP294.
CAUTION


Note
Navigation Officer: On monthly basis, complete the form N 030 and send to Operations/Marine
Department for review.

[Link].4 Paper Charts Edition

The UKHO only produces new editions when there are changes too large or significant to update
the chart by other means.

Navigation Officer: Check whether the chart is the latest edition, as changes
between one edition and the next are typically substantial. Arrange to replace
the paper charts of old edition with new as soon as possible.
CAUTION

Navigation Officer:
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 Find the chart number at the corners of the paper chart.

 Locate the edition date in the lower margin of a chart, towards the right side. As most
charts are published as new editions, if the edition number is not ‘Number 1’, the edition
date will be stated directly under the edition number. However, if the edition number
stated on the chart is ‘Number 1’ the edition date will be mentioned in the ‘Published by’
information in the center of the lower margin.
 Check that the paper chart is the latest edition either by checking the properly updated
Admiralty Chart Catalogue (NP131) or by visiting the Admiralty - Chart Availability List
(CAL) weblink [Link]

Master: Obtain required charts and publications locally, when considered

necessary. You have the authority not to proceed to the voyage without
having onboard the necessary charts and publications for the intended sea
CAUTION passage.

[Link] Nautical Publications

During planning of a voyage, the nautical publications are indispensable, since these contain
information that is not available in the charts.

The managed ships are supplied with nautical publications including but not limited to:
 Sailing Directions
 Notices to Mariners
 Lists of Radio Signals
 Load Line Charts
 Ocean Passage / Routing Charts and Guides
 Port Guides
 Lists of Lights
 Tide Tables and Tidal Stream Atlases
 Maritime Security Charts.

The publications for emergency use, such as the Int. Code of Signals and the
IAMSAR Manual Volume III, must always be available in the form of hard
copy.
CAUTION

Navigation Officer:
 Check that the necessary nautical publications for the intended voyage are adequate and
up-to-date.
 Keep the inventory of nautical publications up-to-date.
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An inventory of nautical publications, indicating their edition date and latest

correction applied (where applicable), must be readily available.
CAUTION

 Ensure that when the ship is expected to operate in the Australian waters, the latest
edition of “The Seafarers Handbook for Australian Waters (AHP 20) is available onboard.

[Link].1 Digital and e-Nautical Publications

The UKHO produces two types of digitized nautical publications:
Admiralty Digital Publications (ADP) - include Admiralty Total Tide (ATT), Admiralty Digital List
of Lights (ADLL) and Admiralty Digital List of Radio Signals (ADRS).
Admiralty e-NPs - include electronic versions of Sailing Directions and other reference nautical
publications.

All managed ships must be provided with digital and e-Nautical publications if
possible.
CAUTION

They provide significant benefits to the Master and the OOW:

 The data content is the same as the equivalent paper publications
 The images produced are capable of being printed in hard copy.
 The digital format allows more flexible ways of viewing and searching for information and
fast, efficient updating.
 The time and effort spent in manual correction is significantly reduced, while the risk of
human error is minimized.

The Record of Equipment attached to the ship’s Safety Equipment Certificate

must be appropriately endorsed to show that digital publications are being
used and that appropriate backup is fitted onboard. This endorsement can be
provided by a recognized organization (RO), where authorized, who will also
WARNING ensure that any specific Flag requirements have been implemented.

Navigation Officer / OOW:

 Proceed with the weekly updating of ADPs and E-NPs. Updates should be applied to
both primary and backup systems as soon as practical. Note that ATT is not routinely
updated between yearly editions.
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Updates for ADPs are provided weekly by email or downloaded using the
service provider’s software. Once obtained, all updates can be applied
automatically by the ADP software application. Updates for e-NP are
provided weekly via an on-line updating service allowing both updates and
CAUTION new editions to be downloaded.

 Note any changes relevant to the voyage on the passage plan.

 Check the license validity and ensure that licenses permitting the use of ADP and/or e-
NP and associated updates will remain valid for a period comfortably in excess of the
duration of the voyage to the next port of call.

Note
The application’s Update Wizard can be used to print a certificate showing detailed information
about the update status of each ADP and their licensed areas, while a certificate to demonstrate
that the e-NP products are up to date can be issued after selecting the relevant application’s
choice.

 Keep appropriate records when updates are received and applied (see N 030).
 Ensure that there is no conflict between digital publication products and other authorized
software applications run on the primary computer system.
 Protect the primary and secondary computers against computer viruses.
 Check that the backup system is always available.
 Ensure that navigationally significant information remains available (e.g., by printing out
relevant parts of publication) for the next leg of voyage, in the event of system’s failure.

The primary system must be available at all times during the voyage,
therefore must be connected to the emergency source of power.
CAUTION

 Familiarize yourself with the systems, as to be able to use and maintain the digital
nautical publications safely and effectively.
Master:
 Ensure that the use of digital publications with backup system is reflected in the Record
of Equipment (Form E) attached to the ship’s Safety Equipment Certificate.
 Ensure that digital publications are easily accessible by the OOW at all times during the
voyage, so the systems are located on the navigational bridge.
 Advise immediately the Operations/Marine Manager in the event of a failure, proceed
with a risk assessment and ensure that any defect on the systems is properly handled
(i.e., defect report) and repaired as soon as possible.

7.2.3 Navigation Equipment

The Master and the OOWs must be thoroughly familiar with the onboard navigation equipment.
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Master:
 Ensure that the equipment is handled and operated with care by familiar and well trained
OOW, always in accordance to maker’s instructions.
 Ensure maintenance of the equipment as per maker’s instructions. The C/E and ETO or
other qualified/trained personnel are responsible for the maintenance. Never allow any
untrained personnel to make repairs to navigation/communication equipment.
 Ensure that the equipment is regularly checked/tested as per the maker’s instructions
and industry best practices, by competent and familiar officers such as the OOW.
 Record any equipment test and maintenance appropriately in the Bridge Log Book.
 Advise immediately the Operations/Marine Manager for any navigation equipment defect
and seek advice. Follow the Company’s defect reporting system. Proceed with a full
appraisal of the situation and a RA to determine if the passage can be carried out safely.
Record the defect and the actions taken in the Bridge Log Book. Where available, select
an appropriate backup system, test it, start using it immediately.
 Tag out / Log out any defected navigation equipment. Advise all OOW accordingly (e.g.,
via the Daily Orders).
 Notify any interest party (e.g., pilot, agent, port authorities, charterers, brokers, port
control, VTS etc.) for the navigation equipment defect, when necessary.
 Keep service and repair reports properly filed onboard.
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Master: Prior to departure send a confirmatory message to

Operations/Marine Manager stating that all navigational equipment is fully
operational and all charts and publications for the intended voyage are
CAUTION available and corrected.

OOW:
 Use effectively all of the navigation equipment available to accomplish your duties safely.
 Verify the equipment performance and the quality of the information available for an
effective decision making. Pay attention to the accuracy and reliability of the particular
equipment fitted onboard, rather than the generic capabilities expected of the system.
 Ensure that the performance standards are periodically updated and refined to improve
the operational reliability of equipment and to reflect technological progress. The
equipment installed on a ship may not always be designed to the latest specifications
and so accuracy and performance may differ from expectation.
 Get familiar with the bridge layout and the navigation equipment on joining the ship, and
before assuming the first watch. The off signing OOW must, as part of the handover
process, document (in forms N 031 and N 022) and explain the specifics of individual
equipment (including any faults).
 Prioritize your familiarization with bridge equipment to the use of the RADAR system,
ECDIS, helm and propulsion controls, as well as the readouts for GNSS, gyro and other
essential repeaters. Over time, develop an in-depth knowledge of each item of
equipment.
 Make use of reference materials, such as manuals and quick reference guides, in order
to establish operating limits, question the performance of the equipment where
differences exist and know whether equipment is functioning correctly.
 Allocate time to improve understanding of bridge equipment and, in particular, any
equipment that you are not fully familiar with.
 Observe the following when checking equipment of discovering any defect:
o Ensure adequate performance, readouts and display information from electronic
equipment by comparing them against information from different independent
sources.
o Check the electronic equipment to verify that it is functioning correctly and that it
is successfully communicating with any bridge system to which it is connected.
 Report any equipment defect to Master immediately. Where available, select an
appropriate backup system, test it, and start using it immediately.

OOW: Be ready to respond to any equipment failure by understanding what

should be done if failure were to occur on the next stage of passage.
CAUTION
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The Company seeks to supply the ships with standardize equipment on the bridge to aid
familiarization and consistent use and:
 Provides necessary training to the Master and OOW, prior their embarkation, for the
proper operation of navigation equipment such as ECDIS.
 Has a shore-based contractor for the repair and maintenance of navigation equipment.
Marine S/T: In case of navigation equipment defect:
 Provide rectifying steps promptly and/or arrange necessary repair by authorized
contractor as soon as possible.
 Handle any defect report related to navigation equipment as high priority.
 Proceed with incident investigation related to any navigation equipment defect, in order
to detect the root causes and identify the necessary corrective and preventive actions.
 Discuss with the Operations/Marine Manager and DPA the need to notify Charterers or
any other third party.
The Company, during the MRC:
 Collects and analyze all the defects of navigational equipment.
 Identifies trends and needs for required measures.
 Identifies possible recurrence of defects on fleet ships.

A defect occurring more than 5 times on the same type of navigational

equipment within 12 months is a recurring or repeated defect, and requires
immediate corrective actions.
CAUTION

[Link] RADAR / ARPA

RADAR is a valuable tool for the safety of navigation and collision avoidance. In conditions of
both clear and restricted visibility it provides:
 Means to continuously monitor the ship’s position in coastal areas along the planned
track, even when other methods of position verification are not available.
 Means to locate other traffic objects around own ship.
When combined with an ARPA, the functionality of RADAR can be further enhanced.
ARPA is an automatic tool for the systematic plotting of detected objects as required by the
COLREGs. The ARPA offers several automated collision avoidance features, including the ability
to conduct a trial maneuver before initiating actions.

The OOW must not over rely on ARPA for collision avoidance. Traditional
navigational practices, like visual bearings and target’s visual aspect, must
be used as primary means for collision avoidance and be supplemented by
CAUTION RADAR / ARPA.
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Master / OOW:
 When using the RADAR for navigation, position verification and collision avoidance:
o Review the operating manuals for all of the different models of RADAR onboard
and be familiar with their capabilities and limitations.
o Use the RADAR unit(s) constantly. It is mistaken to think that the working life of
a RADAR can be prolonged by switching it off.
o Use different RADAR range scales, when two or more RADAR units are
running.
o Use one RADAR for collision avoidance and one RADAR for navigation, when
two or more RADARs are running.

CAUTION One RADAR and ARPA should be in continuous use at all times. Two or
more RADARs are required to be used, when appropriate, for keeping a
proper look-out and for determining risk of collision while ship is:
 At restricted visibility
 At heavy traffic
 At heavy weather
 Making landfall
 Approaching / Leaving a port
 Navigating within channels and fairways
 Passing close by hazards to surface navigation
 Adrift or not under command, or
 When the Master requires so for any reason.

o Ensure that the range scale in use is appropriate to the prevailing

circumstances.
o Use long range scanning periodically to detect targets and landfalls, and when
approaching high traffic areas.

0
Difference in capabilities and limitations of X and S-Band RADARs:
 X-Band or 3 cm (9.2 to 9.5 GHz) RADARs are better for
coastal navigation and pilotage due to their higher directivity
and definition of targets.
 S-Band or 10 cm (2.9 to 3.1 GHz) are better at detecting ships
CAUTION and landfalls due to their greater range and ability to penetrate
precipitation in varying and adverse weather conditions of
restricted visibility, rain and sea clutter.

o Operate the RADAR off center, when appropriate, for a better view ahead whilst
maintaining the benefits provided by a smaller range scale.
o Check and adjust the brilliance, gain, tune and clutter controls regularly to
ensure that they are optimized for the prevailing conditions.
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o Adjust the manual clutter controls and use the automatic clutter controls
regularly to ensure that targets are not being masked by the sea or rain clutter,
or by the anti-clutter feature.
o Ensure that the RADAR pulse length is optimized for the range scale in use;
shorter pulse lengths for lower ranges, longer pulse lengths for higher ranges.
Remember that long pulse lengths have poor range discrimination and may
cause targets on the same bearing to merge if they are close to each other.
o Check the magnetron current at regular intervals (least once every 4 hours) and
verify that the values are within maker’s limits. Replace the magnetron when the
indication of the current is not within the specified limits or when the running
hours are reaching makers limits.
o Record the running hours of each RADAR unit with remarks of a satisfactory
performance or a list of defects at least once every 4 hours at the RADAR log
Book. Ensure that any maintenance or repair on the RADARs is recorded in the
RADAR Log Book, as to keep an appropriate historic data for each unit.

Check the performance of the RADAR(s), when operational, according to

maker’s instructions and keep records at the RADAR Log Book, at regular
intervals, ideally:
 Prior departure, and
CAUTION  At least once every 4 hours.

o Check the alignment of the heading marker with the master gyro periodically,
applying any gyro compass error to determine the true heading.
o Ensure that the heading marker is aligned with the ship’s fore and aft line by
comparing the visual and RADAR relative bearings or a small but distinct target
at the edge of the range scale in use. Do not attempt to align the heading
marker with the berth while alongside.
o Check the accuracy of the Electronic Bearing Line (EBL), Variable Range
Marker (VRM) and the bearing cursor at frequent intervals.
o Turn off the heading marker and range rings regularly to ensure that they are
not obscuring small targets.
o Use parallel indexing techniques, whenever possible, to continuously monitor
the ship’s position relative to the pre-planned track in conjunction with other
position verification methods.
o Remember that RADAR ranges are far more accurate than RADAR bearings.
For accurate position verification, couple RADAR ranges with visual bearings,
whenever possible.
o Bear in mind that RADAR beamwidth distortion may stretch the ends of
headlands and similar features causing errors in RADAR bearings. The effect of
beamwidth distortion may be reduced by turning down the gain temporarily.
o Identify all RADAR targets prior to use for position verification.
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Post plan views of RADAR blind or shadow sectors caused by masts or

other obstructions near the RADARs concerned and update following any
structural changes.
CAUTION

o Check and familiarize yourself with the settings of all RADARs in use, when
taking over the watch, as they may have been changed by other operators.

Put the RADAR either in stand-by mode or switch off while the ship is
alongside and engaged in cargo operations.
WARNING

 When using the ARPA, consider the following points:

o Review the operating manuals for the models of ARPA onboard and be familiar
with their capabilities and limitations.
o Use different vector and trail types when two or more ARPA are in operation, as
a comprehensive display of all information regarding traffic in the vicinity is
readily available.
o Remember that the GPS speed is the ship’s SOG.
o Check frequently the compass heading, the positional feeds and the speed
inputs as they may produce inaccurate target true vector data, particularly when
another ship is on or near a reciprocal course. This may lead to an incorrect
interpretation of the other ship’s true heading and the necessary collision
avoidance action.
o Bear in mind that the relative motion of a target, and therefore its CPA, TCPA
and Bow Crossing Range (BCR) should remain the same regardless of RADAR
set-up, provided the ship and the target maintain their course and speed.

For collision avoidance purposes the ARPA should be sea stabilized with a
log input delivering the ship’s speed through the water and the gyro the
heading information. The resulting true vectors will provide a more accurate
indication of aspects of tracked targets. If speed through the water is set
CAUTION manually, check the details regularly and update as necessary.

o Ensure that CPA, TCPA and BCR alarms are switched on and adjusted as
necessary according to prevailing navigational situation (see paragraph
[Link].16)
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When guard zones or target acquisition areas are used, these features are
no substitute for maintaining a proper lookout by sight, hearing and all other
available means to ensure the early detection of the ship.
WARNING

o Bear in mind that in order for accurate target information to be displayed, an

ARPA will need to track a target for at least 3 minutes.
o Select a vector length, appropriate to the prevailing circumstances and
conditions.
o Be familiar with the use of ARPA trial function, and practice its use when the
navigational situation allows.

All managed ships must have at least 20 RADAR transfer plotting sheets
available, for use when required.
CAUTION

Note
Trial Maneuver is one of the ARPA features implemented in Advanced Tactical Display (ATD)
system and is used in navigation for collision avoidance. Trial Maneuver simulates the effect of an
own ship maneuver on all tracked targets with or without time delay. While Trial Maneuver is
switched ON, actual target tracking continues in the background without any interruption.

The use of AIS data (vectors) on ARPA for collision avoidance purposes
is strictly prohibited. The AIS uses ground speed / course from GNSS
(GPS), in addition the accuracy of information received is doubtful.
WARNING

[Link].1 Closest Point of Approach (CPA) / TCPA and Bow Crossing Range (BCR)
To ensure a sufficient safety distance in case of any unforeseen situation such as steering /
engine failure and avoid the possibility of a collision, the Company has set the below minimum
CPA / TCPA and BCR policy:

Condition CPA / TCPA BCR

Minimum CPA of 2 nm and
Open / Deep Sea Minimum 3 nm
TCPA greater than 15 min.
Minimum CPA of 1 nm and
Coastal / Shallow Waters Minimum 2 nm
TCPA greater than 6 min.
Port Approaches / Channels Lesser values only after Lesser values only after
/ Fairways Master’s approval Master’s approval
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
Note
Master: Increase the CPA / TCPA and BCR limits, according to the prevailing conditions and
your judgement. Include any change at Master’s Standing Orders or Daily Order Book.
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OOW: Make sure that an accurate input of own ship’s heading and speed
through the water is used to determine the CPA of a target and whether
there is a risk of collision. In case of an inoperative speed log, correct the
available speed data manually over the ground for sea current and stream
of river water speed, regarding the ship’s movement, to represent the
CAUTION
speed through the water.

Master / OOW:
 Ensure that there is ample clearance between own ship and other ships in vicinity, and
maintain the minimum required as per company’s policy.
 Initiate and complete the overtaking maneuver as quickly as possible.

[Link].2 Parallel Indexing (PI)

RADAR can be used to advantage in monitoring the position of the ship by the use of parallel
indexing techniques. PI is the most effective way of continuously monitoring a ship's progress in
restricted waters, can be used in any situation where a RADAR-conspicuous navigation mark is
available and it is practicable to monitor continuously the ship's position relative to such an object.
The PI technique must be used, in conjunction with keeping a good visual lookout and other
navigational aids available, to provide the Master and the OOW with the critical piece of
navigational information and the position of the ship. The basic principle of PI Plotting can be
applied to either:
 A stabilized relative motion display or
 A ground-stabilized true-motion display.
On a stabilized relative motion display the echo of a fixed object will move across the display in a
direction which is the exact reciprocal of the course made good by own ship at a speed
commensurate to that of own ship over the ground. A line drawn from the echo of the fixed object
tangential to the variable range marker circle set to the desired passing distance will indicate the
forecast track of the echo as own ship proceeds. If the bearing cursor is set parallel to this track it
will indicate the course to make good for own ship. Any displacement of the echo from the
forecast track will indicate a departure of own ship from the desired course over the ground.
On a ground-stabilized true-motion display, the echo of a fixed object will remain stationary on the
display and the origin of the display (own ship) will move along the course made good by own
ship at a speed commensurate to that of own ship over the ground. A line should be drawn from
the echo of the fixed object tangential to the variable range marker circle set to the desired
passing distance. If the electronic bearing marker is set parallel to this line it will indicate the
course to be made good by own ship over the ground. Any departure of own ship from this course
will be indicated by the drawn line not being tangential to the variable range marker circle. (The
variable range marker circle should move along the line like a ball rolling along a straight edge).
Master / OOW:
 Practice the Parallel Indexing on the RADAR display, in clear weather during
straightforward passages, as to be thoroughly familiar with this technique before
attempting it in confined and difficult passages, or at night, or in restricted visibility.
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PI is an aid to safe navigation and does not supersede the requirement for
position fixing at regular intervals using all methods available to the OOW.
CAUTION

 Check, when using the RADAR unit(s) for Parallel Indexing:

o The RADAR’s overall performance
o The identity of the fixed object(s)
o Gyro error and accuracy of the heading marker alignment
o Accuracy of the variable range marker, bearing cursor and fixed range rings
o On true motion that the display is correctly ground stabilized.
 Identify RADAR conspicuous marks:
o From previous experience of radar picture of the area
o Printed on ENCs
o By studying the likely objects on the chart bearing in mind shape, size, aspect
and material.
 Be aware of the dangers using the Parallel Indexing technic, such as:
o Pre-planned indexing range scales not coincide with the RADAR range in use at
the time
o Center of pre-planned indexing not coincide with the center of the PPI (RADAR
screen)
o The cardinal points marked on the pre-planned indexing not coincide with the
PPI’s.

Note
Where the radar display is integrated with an ECDIS, the practice of parallel indexing continues to
enable the navigator to monitor the ship's position relative to the planned course and, additionally,
provides a means of continuously monitoring the positional integrity of the ECDIS system.

[Link].3 Cross Index Range (CIR)

This is based on the lateral distance of the planned course from a selected object. It can be used
with PI to provide a safe 'channel' when the ship needs to move from the charted course line.
OOW:
 Identify the hazards and mark the limiting danger lines and courses.
 Select a suitable charted object (radar conspicuous).
 Draw a line on the chart parallel to the planned course on the closest edge of the
selected object.
 Mark maximum margins of safety on either side, or on the side with adjacent dangers.
 Measure the perpendicular distance from the track to this line (this distance is the CIR).
 Measure distances for the margins of safety.
 Consider that the margin of safety, port distance, is treated as a 'not less than' (NLT)
distance from the danger and margin of safety, starboard, as a 'not more than' (NMT)
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distance from the Pl. Mark these 3 lines on the radar screen as index and margins of
safety lines.

[Link].4 RADAR / ARPA Checks and Tests

Regular checks and performance tests are necessary to ensure RADAR / ARPA proper function.

Every Watch (at least every 4 hours)

Check Responsible Records
 Operational status of RADAR OOW Bridge Log Book, form
equipment (performance test) N 006 and RADAR Log
 Magnetron current Book
 Error log
 Scanner’s operation
Daily (Noon Time)
Check Responsible Records
 Self-test OOW Bridge Log Book and
 Magnetron working hours RADAR Log Book
Before entering coastal or shallow waters
Check Responsible Records
 Operational status of RADAR OOW Bridge Log Book, form
equipment (performance test) N 018 and RADAR Log
 Magnetron current Book
 Self-test
Before departure (within 12 hours prior departure)
Check Responsible Records
 Operational status of RADAR OOW Bridge Log Book, form
equipment (performance test) N 017 and RADAR Log
 Magnetron current Book
 Self-test

[Link] Steering Control Systems

C/E:
 Ensure the proper operation and maintenance of all machinery and controls related to
steering control systems, as per maker’s instructions and industry best practices.
 Ensure that the ship’s steering control systems are fully operational at all times.
Master:
 Ensure that all OOW are familiar with normal and emergency operation of steering
control systems.
 Ensure that the steering control systems capability is commensurate with the prevailing
weather and traffic conditions.
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Report immediately all identified problems which might result in degradation

of steering systems (less than optimum operation) to Operations/Marine
Manager.
WARNING

OOW: Follow the maker’s instructions and the industry best practices (i.e., SOLAS Chapter V /
Reg. 26 and 33 CFR §164.25) on operation and testing of the steering control systems.

[Link].1 Operation of Steering Control System

The steering control systems of the ship are consisted of manual steering and automatic pilot
(autopilot). Changeover between manual and automatic steering is carried out by using the
steering mode selector. In addition, a manual override control allows immediate manual control of
steering.
In an emergency, steering control may require the use of additional power supplies (additional
steering gear pumps) and/or direct control of the steering in the steering compartment.


Note
Simple operating instructions with a block diagram showing the procedures for changing over
steering control systems and steering gear power units, and operating the emergency steering
system is always available on the bridge and the steering compartment.

On every steering position there is a gyro repeater and a rudder angle

indicator.
CAUTION

[Link].2 Manual Steering Mode

In manual mode the ship can be hand steered by using the Follow Up Helm or a Non-Follow Up
emergency tiller. When the Follow Up Helm (Hand Steering) mode is selected, the rudder follows
the helm. In order to bring the rudder to amidships the helm will have to be brought to amidships.
Select the hand steering mode as appropriate and in time, when approaching heavy traffic,
restricted waters or restricted visibility. In addition, engage hand steering in the following
conditions:
 Heavy weather
 River, canal, estuaries' and TSS transit
 Approaching to and departure from a port, terminal or anchorage
 Berthing, un-berthing and anchor handling operations
 When ship's maneuvering capability is restricted by shallow water or other hazards.
 Excessive ship’s course alterations (more than 10o)
 When the ship is running at slow speed (less than 6 knots).
 In case of emergency (i.e., power blackout or gyro failure).
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 Whenever deemed necessary by Master or OOW.

Hand steering shall be maintained till all navigational hazards (e.g.,

collision, grounding) are passed.
CAUTION

On all the above conditions, where navigation demands special caution, a second steering gear
power unit must be in operation, so that these units can operate simultaneously. The duty
engineer shall be advised in time, prior to the engagement of the additional steering gear power
unit.
The Non-Follow Up (NFU) emergency tiller is activated by using the relevant steering mode
selector. The NFU mode is used in case of emergencies, when telemotor system fails. In that
case, the NFU tiller sends rudder setting directly to the direction control of solenoid valves.
The NFU tiller does not have any markings. As long as it is kept pressed, the rudder will continue
turning and stop the moment the tiller is released. To return the rudder to amidships, press the
NFU tiller to opposite side of the initial movement and keep pressed till the rudder is amidships.
This NFU mode involves one-way communication and there is no scope of receiving feedback
from the steering machinery to the bridge control.

[Link].3 Auto Pilot Mode

In auto pilot mode the steering system is synchronized with the Gyro Compass to steer manually
input courses, with reference to the gyro heading. The auto pilot steers the manually input course
by controlling the steering gear to turn the rudder in the required manner but cannot compensate
for the effects of wind and tidal-stream / current on the ship’s course over the ground (COG).
Use the auto pilot mode when the conditions for manual steering do not exist, usually at open
seas.

The use of track steering mode, if available, is strictly prohibited.

WARNING

Consider the following while operating auto pilot system onboard:

Rudder Limit – this control specifies the maximum degree of rudder the auto pilot is allowed to
use for correcting or for counteracting. This is set to suit the requirements related to ship’s
maneuvering characteristics, the available sea room, traffic condition, ship’s loading condition and
prevailing weather conditions. However, in no case shall the rudder limit exceed the value of 20
degrees at ballast condition and 10 degrees when laden.
Rate of Turn (RoT) – when altering course, the rudder will move as much as it takes to attain the
required turn rate without exceeding the set value. This control specifies the maximum degree of
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turn rate allowed, related to ship’s maneuvering characteristics, the available sea room, traffic
condition, ship’s loading condition and prevailing weather conditions. In no case shall the rate of
turn limit exceed 10 degrees per minute.
Speed – determines the effectiveness of the rudder. The use of auto pilot is prohibited when the
ship is maneuvering or steaming in low speeds, less than 6 knots.
The auto pilot system receives feeds of the ship’s speed either from the speed log or the GPS.
OOW:
 Check at frequent intervals (at least once every 4 hours) that the correct speed values
are received from the sensors, otherwise any error will be reflected in the auto pilot
system.
 Set the speed input manually, when the feeds from the sensors are not accurate.
Steering Gear Pumps – used to pump hydraulic oil to actuate the steering gear unit (RAM) which
in turn moves the rudder in the required direction. That means, when more pumps running, the
rudder will move more swiftly.
OOW:
 Be aware of the pumps and use them wisely.
 Change the steering gear pumps alternatively (rotation system) on monthly basis, to
ensure uniform wear.
Weather Conditions (Yaw) – rough weather and hostile sea conditions have adverse effects on
the performance of the autopilot. The proper setting of yaw control effects on the course keeping
ability of the ship. In bad weather with strong winds higher value to be set while in fair weather
low value is preferred.
Gyro Compass – the autopilot system is functionally dependent on the Gyro Compass. If there is
any error or fluctuation in the gyro heading, there will be an equivalent change in the course
steered. When gyro fails the system will lose track on its heading and will be unable to steer the
required course.

[Link].4 Change-Over from Manual Steering to Auto Pilot and Vice Versa
Master / OOW: The changing over procedure from manual to auto pilot includes the following
steps:
 Verify that the ship is clear from any actual or potential hazard.
 Steer the set course and steady the ship’s heading on this course.
 Set this course on the auto pilot console.
 Ensure that the wheel is on amidships.
 Turn the mode selector switch from hand steering to auto pilot mode.
 Set the off-course alarm limit.
 Monitor the performance of auto pilot for some time.
 Record the date, the time and the position of the change-over to the Bridge Log Book.
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OOW: You must be familiar with the proper method of changing over
between different steering modes. Typically, these will include:
 Auto pilot to hand steering
 Hand steering to NFU
CAUTION  Hand steering to emergency steering.

The changing over procedure from auto pilot to manual steering involves the following steps:
 Turn the mode selector switch from auto pilot to hand steering.
 Test the helm by swinging ship to port and starboard, in order to verify proper response.
 Provide steer orders to the helmsman.
 Record the date, the time and the position of the change-over to the Bridge Log Book.

Any change of steering mode must be supervised by the OOW. Helmsmen

are not to make any steering mode changeover, interfere with, or operate the
steering mode controls unless supervised by the OOW.
WARNING

[Link].5 Off-Course Alarm

The steering control system has an off-course alarm activated when the ship deviates from the
set course by a pre-decided limit. The Company has set the below maximum Off-Course alarm
limits:

Condition Off-Course Alarm

Open / Deep Sea 20 degrees
Coastal / Shallow Waters 10 degrees
Port Approaches / Channels / Fairways 5 degrees


Note

Master: Reduce more the Off-Course Alarm limits, according to the prevailing weather
conditions, traffic density, loading condition and your judgement. Include any change at your
Standing Orders or Daily Order Book.

Master / OOW:
 Check the alarm at least once every watch.
 Ensure that the alarm is always activated when the auto pilot is in operation.
 Verify that the alarm is integrated in the BNWAS.
 Be aware that the alarm may not always sound when the ship deviates from its planned
track. The ship may be moved off track by wind and tidal stream / currents even though
the heading remains unchanged.
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The use of an autopilot and the off-course alarm does not relieve the OOW
from frequently checking that the planned course is safe and being
maintained.
CAUTION

[Link].6 Emergency Steering

The steering control from the bridge may be lost when the remote-control operation of the
steering system fails. This can be due to sudden power failure, any electrical fault or the control
system which includes faulty tele-motor or servo motor which is used for transferring the signal
from bridge to the steering unit. To have the ship’s control in such emergency situation, the
steering is performed manually from the steering gear room.

Note
Refer to form N 031.

In order to operate the emergency steering gear:

Master / OOW:
 Set bridge control to manual.
 Establish communication with the steering gear room.
 Verify the proper readings of the gyro compass repeater in the steering gear room.
C/E / C/O:
 Disconnect the auto pilot system. Switch off the tele motors.
 Switch on the steering gear motor, supplied by the emergency power
 Switch the changeover pin from attachment with telemotor receiver and fit to hand gear.
 Operate the emergency steering gear system, either port or starboard.
 Verify that the emergency rudder angle indicator is accurate, comparing it with the one
located at the bridge.

Simple operating instructions with a block diagram showing the procedures

for operating the emergency steering system is always available on the
bridge and the steering gear compartment.
CAUTION


Note

Master: Carry out emergency Steering Drill at least every 3 months as per SOLAS Ch. V, Reg.
26.4.

[Link].7 Steering with Transmitting Magnetic Compass (TMC)

The TMC can provide magnetic compass heading outputs to other bridge systems, including
steering control units.
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Correct the TMC outputs or variation and deviation and test the steering with TMC once a week.
Take the following actions during TMC steering checks.
Master / OOW:
 Verify that there are not navigational hazards or other ship at ship’s close vicinity.
 Select the TMC input on Auto Pilot mode.
 Check that the course changes, until it stabilizes on the course indicated by the TMC.
 Alter the Auto Pilot course to steer setting to each side by 100 and observe the Auto Pilot
response.
 Bring the heading back to the original course and switch back to gyro input.
 Record the weekly test of TMC steering on Bridge Log Book.

[Link].8 Steering Control Units and Power Units’ Tests

Carry out the testing of steering gear at any time, as required, and if there is doubt as to the
performance of the steering gear.

Every Watch (at least every 4 hours)

Check Responsible Records
 The rudder response to manual steering
and confirmed from all bridge positions
Bridge Log Book and
using each steering gear power unit singly OOW
form N 006
and together
 The off-course alarm.
Weekly
Check Responsible Records
 The TMC outputs (correct properly
variation and deviation) OOW Bridge Log Book
 The steering with TMC
Before entering coastal or shallow waters
Check Responsible Records
 The communication between bridge and
Bridge Log Book and
steering gear compartment OOW
form N 018
 The off-course alarm
The rudder response to manual steering from all
Bridge Log Book and
bridge positions using each st. gear power unit OOW
form N 018
singly and together
Before departure (within 12 hours prior departure) - SOLAS Chapter V Regulation 26
Check Responsible Records
 The communication between bridge and
Bridge Log Book, form
steering gear compartment OOW
N 019 and form N 017
 The off-course alarm
Bridge Log Book, form
 The correct operation of the following:
N 019 and form N 017
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 Main steering gear

o The full rudder movement
matches the required capabilities OOW
of st. gear
o The timing of rudder movement
from hard-over to hard-over,
using each st. gear power unit
singly and together is within OOW
maker’s limits and consistent with
previous tests
 Visual inspection of steering gear and
C/E
linkages for leaks or damage
 Auxiliary steering gear C/E
 Remote steering gear control systems C/E
 Steering positions on the bridge OOW
 Emergency power supply C/E
 All rudder angle indicators repeaters (show
OOW
the correct rudder position)
 Remote steering gear control system and
C/E - ETO
power failure alarms
 Steering gear power unit failure alarms C/E - ETO
 Automatic isolating arrangements and
C/E - ETO
other automatic equipment
Emergency steering drills (at least every 3 months) - SOLAS Ch. V Reg. 26 and 33 CFR §
164.25
Check Responsible Records
The direct control from within the st. gear
compartment, the communications procedure Master, C/E, Bridge Log Book and
with the bridge and, where applicable, the C/O form DR 001
operation of alternative power supplies
Before entering or departing from the navigable waters of U.S (no more than 12 hours) -
33 CFR § 164.25
Check Responsible Records
The primary and secondary steering gear. Visual Bridge Log Book, form
inspection of the steering gear and its connecting N 019 and N 018 or N
linkages, and, where applicable, the operation of: 017
 Each remote steering gear control system C/E
 Each steering position on the bridge OOW
 The main steering gear from the alternative
C/E
power supply, if installed
 Each rudder angle indicator in relation to OOW
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the actual position of the rudder

 Each remote steering gear control system
C/E - ETO
power failure alarm
 Each remote st. gear power unit failure
C/E - ETO
alarm
 The full movement of the rudder to the
OOW
required capabilities of the steering gear
 Communication between bridge and
OOW
steering gear compartment

[Link] Automatic Identification System (AIS)

Carriage requirements for AIS are contained in SOLAS Ch. V, Reg. 19.2.4. The AIS operates on
a VHF frequency and transmits and receives information automatically, in output power ranges
between 2.0 and 12,5 Watt.
The AIS is intended to enhance the safety of life at sea by helping identify ships, assisting in
target tracking, assisting in search and rescue operation, simplifying information exchange (e.g.,
reduce verbal mandatory ship reporting) and providing additional information to assist situation
awareness.

AIS information may merely be used to assist in collision avoidance

decision-making, it does not replace but supports, navigational systems
such as RADAR target tracking. AIS is an aid to navigation and should
WARNING not be relied upon solely for collision avoidance.

[Link].1 AIS Information

The AIS information transmitted by a ship is of 3 different types:
 Static information, which is entered into the AIS on installation and need only be
changed if the ship changes its name, call sign, IMO number, length, beam, Maritime
Mobile Service Identity (MMSI), location of the electronic position fixing system (EPFS)
antenna, or undergoes a major conversion from one ship type to another.
 Dynamic information, which, apart from "Navigational status" information, is
automatically updated from the ship sensors connected to AIS (including position,
course, speed, heading, RoT, etc.).
 Voyage-related information, which might need to be manually entered and updated
during the voyage.
OOW: Update, when necessary, after Master’s approval:
 Navigational status
 Ship’s draft
 Number of persons onboard.
 Destination and ETA
 Route plan (waypoints), at Master’s discretion.
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Note
It is recommended to use the United Nations Code for Trade and Transport Locations
(UN/LOCODE) for the entry of the port of destination.

[Link].2 AIS Short Safety-Related Messages

The AIS unit has the ability to transmit or receive, to or from, either a specific destination (MMSI)
or all ships in the area, a short safety message of fixed or free format. The content of this
message must be relevant to the safety of navigation and as short as possible (up to 158
characters).
Short safety-related messages are only an additional means of broadcasting maritime safety
information. Their use does not remove any of the requirements of the GMDSS.
The AIS short messages application may be used by the Master, in addition to VHF
communication, for reporting to other ships in area navigational hazards (dangerous ice,
dangerous derelict, any other direct danger to navigation) that may be encountered, as per
SOLAS Ch. V Reg. 31.

[Link].3 AIS Limitations During Cargo Operations

1. When alongside a terminal or port area where hydrocarbon gases are likely to be
present:
OOW:
 Switch off the AIS or isolate the AIS aerial and the AIS given a dummy load. Record this
action in the Bridge Log Book.
o
The use of AIS equipment may affect the security of the tanker or the
terminal at which it is berth, therefore its use may be determined by the port
authority, depending on the security level in the port.
CAUTION
 Inform the port authorities. Make necessary note in the form CBO 001 “Ship-Shore
Safety Checklist”.

2. When alongside a terminal or port area where no hydrocarbon gases are likely to be
present.
OOW:
 Switch the AIS to low power, if option available, and record this action in the Bridge Log
Book.
 Inform the port authorities. Make necessary note in the form CBO 001 “Ship-Shore
Safety Checklist”.

Note
When the AIS is set to low power typically transmit at 2,0 Watt.

3. When at a Single Point Mooring (SPM) or a Multi Buoy Mooring (MBM).

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OOW:
 Agree on the AIS status with the terminal’s representative and make relevant entry in the
Bridge Log Book.
 Note the agreed AIS status in the form CBO 001 “Ship-Shore Safety Checklist”.

Reactivate on leaving the berth if the AIS is switched off or isolated while
alongside.
CAUTION

[Link].4 Inherent AIS Limitations

OOW: Be aware that:
 Other ships, in particular leisure craft, fishing boats and warships, and some coastal
shore stations including VTS centers, might not be fitted with AIS.
 Other ships fitted with AIS as a mandatory carriage requirement might switch off AIS
under certain circumstances by professional judgement of the Master.
 The information given by AIS may not be a complete picture of the situation around the
ship.
 Transmission of erroneous information implies a risk to other ships as well as our own.
 The accuracy of AIS information received is only as good as the accuracy of the AIS
information transmitted.

The AIS is using ground speed / course received from position GNSS, so it
can be used for collision avoidance.
CAUTION

 Poorly configured or calibrated ship sensors (position, speed and heading sensors) might
lead to incorrect information being transmitted. Incorrect information about one ship
displayed on the bridge of another could be dangerously confusing.
 If no sensor is installed or if the sensor (e.g., the gyro) fails to provide data, the AIS
automatically transmits the "not available" data value. However, the built-in integrity
check cannot validate the contents of the data processed by the AIS.
 Assume that the information received from other ships is of a comparable quality and
accuracy to that which might be available on its own ship.

The use of AIS is not intended to have any special impact on the
composition of the navigational watch.
CAUTION
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[Link].5 Activation and Deactivation of AIS Unit

Master:
 Ensure that AIS is always in operation when ship is underway, adrift or at anchor.
 Switch off the AIS when the continual operation of AIS may compromise the safety or
security of the ship. Report this action and the reason for doing so, to competent
authority, when operating in a mandatory ship reporting system.
 Record to the Bridge Log Book the date, the time and the position of AIS deactivation,
with the reason for doing so.
 Restart the AIS when the source of danger has disappeared.

AIS can assist in the identification of targets, by name or call sign and by
ship type and navigational status.
CAUTION

[Link].6 Periodic Checks and Performance Tests

Regular checks and performance tests are necessary to ensure AIS proper function.

Every Watch (at least every 4 hours)

Check Responsible Records
 The AIS proper operation and accuracy of
information being transmitted
 The navigational data feeds provided to Bridge Log Book and
OOW
AIS with the outputs from master form N 006
equipment for heading, speed and
position, when at coastal waters
Daily (at noon time)
Check Responsible Records
The navigational data feeds provided to AIS with
Bridge Log Book and
the outputs from Master equipment for heading, OOW
form N 020
speed and position, when at open waters
Weekly
Check Responsible Records
The monitor unit, transponder unit and VHF
communication for proper operation (as per OOW Bridge Log Book
maker’s instructions)
Before entering coastal or shallow waters / Before departure
Check Responsible Records
The AIS proper operation and accuracy of Bridge Log Book and
OOW
information being transmitted form N 018 or N 017
Once per voyage or once per month, whichever is shorter
Check Responsible Records
The AIS static and dynamic information OOW Bridge Log Book
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(positions given according to WGS84, speed

over the ground, sensor information) have being
properly transmitted to other ships
When restarting the AIS after deactivation
Check Responsible Records
AIS proper operation and accuracy of
OOW Bridge Log Book
information being transmitted
Annually
Check Responsible Records
The AIS shall be subjected to an annual test as
per SOLAS Ch. V Reg. 18.9 by an approved
surveyor or testing or servicing facility. The test
Technical
shall verify the correct programming of ship Bridge Log Book and
Department,
static information, correct data exchange with a copy of the test report
Master
connected sensors and the radio performance
by radio frequency measurement and on-air test
using, e.g., a Ship Traffic Service (VTS).


Note
A monthly maintenance program has been established according to maker’s instructions.
Records of the AIS maintenance program is included in the PMS.

[Link] Bridge Navigational Watch Alarm System (BNWAS)

The purpose of a BNWAS is to monitor bridge activity and detect operator disability. The system
monitors the awareness of the OOW and automatically alerts the Master or another qualified
OOW if for any reason the OOW becomes incapable of performing his duties. This purpose is
achieved by a series of indications and alarms; additionally, the BNWAS may provide the OOW
with a means of calling for immediate assistance if required.

The BNWAS must be always operational when ship is underway, adrift or

at anchor.
CAUTION

[Link].1 Operational Sequence of Indications and Alarms

Master: Activate (when all clear from berth) and deactivate (when all fast at berth) the BNWAS.
Once operational, the alarm system will remain dormant for a period of 12 minutes.
Alarm Stage 1 – At the end of the dormant period of 12 minutes, the alarm system will initiate a
visual indication (caution) on the bridge. If not reset, the BNWAS will additionally sound an
audible alarm on the bridge 15 seconds after the initiation of the visual indication.
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Alarm Stage 2 – If not reset the alarm stage 1, the BNWAS will additionally sound a remote
audible alarm in the back-up officers and/or Master’s location (as selected by the Master) 15
seconds after the stage 1 audible alarm initiation.
Alarm Stage 3 – If not reset the alarm stage 2, the BNWAS will additionally sound a remote
audible alarm at the locations of further crew members (as selected by the Master) capable of
taking corrective actions, 90 seconds after the initiation of the stage 2 audible alarm.

Note
Means of activating the reset function are available in positions on the bridge giving proper look
out and adjacent to visual indications.

The means of selecting the Operational Mode (Manual On / Manual Off)

and the duration of the Dormant Period (Td) should be protected either by
security password or function key (depending on the BNWAS unit), so that
access to these controls should be restricted to the Master only.
CAUTION

Emergency Call – The BNWAS is provided with a facility to immediately activate the second and
the third stage of audible alarms when OOW needs immediate assistance.

The BNWAS must be always on MANUAL mode.

CAUTION

[Link].2 Periodic Checks and Performance Tests

Carry out the following checks/ to verify BNWAS proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The BNWAS proper operation
 The alert menu and verify that no power
failure (AC or DC) has occurred
Bridge Log Book and
 The reset function from all available locations OOW
form N 006
 The visual indication function
 The buzzer by demo function locally on
bridge
Daily (at noon time)
Check Responsible Records
Bridge Log Book and
The buzzer function by executing an emergency call OOW
form N 020
Weekly
Check Responsible Records
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The battery supply on BNWAS. Switch off the main

power supply and verify that the system is powered
C/E - ETO Bridge Log Book
by an emergency (battery) supply, providing an
alarm on the central alarm panel
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The BNWAS proper operation
 The alert menu and verify that no power
failure (AC or DC) has occurred
Bridge Log Book and
 The reset function from all available locations OOW
form N 018 or N 017
 The visual indication functions
 The buzzer by demo function locally on
bridge


Note
The BNWAS is powered from the ship’s main power supply. The malfunction indication, and all
elements of the Emergency Call facility are powered from a battery-maintained supply.

[Link] Global Navigation Satellite System (GNSS)

All ships are required to be fitted with a GNSS receiver which is a satellite-based system that
provides continuous worldwide position, time and speed (over the ground) information. The
GNSS receivers onboard are using the GPS operated by USA.
GNSS generally have a base accuracy of 15-25 meters. Differential GNSS receivers offer greater
navigational accuracy by applying corrections received from ground-based reference stations.

[Link].1 Geodetic Datum

The ENC position data is referenced to WGS84 horizontal datum. The same horizontal datum
must be used by the onboard GNSS receivers.
OOW: Ensure that the horizontal datum for use in GNSS receivers is WGS84.

There are many ENCs that have been converted from pre-existing paper
charts datum to WGS84. In most of the cases, navigation is minimally
affected by datum shift; however, there are cases where the positional
error in considerable, due to the cell being developed from hydrographic
WARNING data with an unknown datum.

[Link].2 GNSS Associated Errors and Alarms

The performance of GNSS is assessed using 4 criteria:
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 Accuracy: the difference between a receiver’s measured and real position, speed or time.
 Integrity: a system’s capacity to provide a threshold of confidence and, in the event of an
anomaly in the positioning data, an alarm.
 Continuity: a system’s ability to function without interruption.
 Availability: the percentage of time a signal fulfils the above accuracy, integrity and
continuity criteria.

Master / OOW: Post the GNSS antenna offset data next to the relevant
GNSS receiver. Verify the settings at least once per watch.
CAUTION


Note
The antenna offset data contains the horizontal distance (X) from reference position to the
antenna position, the forward distance (Y) from reference position to the antenna position and the
height (Z) from ship bottom to the antenna unit. Some common errors are:
Dilution of Precision error (DOP) - DOP values highly depend on the number of available
satellites and their position in the celestial dome. If the number of tracked satellites increases,
then the quality precision of the obtained position usually improves, and so the DOP values will
decrease giving a better resolution and narrower error.

DOP Value Rating Description

<1 Ideal Highest possible confidence level
1-2 Excellent Accurate enough to meet all but the most sensitive
applications
2-5 Good Represents the minimum appropriate for making decisions
5 - 10 Moderate Positional measurements could be used for calculations, but
fix quality could still be improved
10 - 20 Fair Low confidence level, positional measurements should be
discarded or used only to indicate very rough estimation
>20 Poor At this level, measurements are inaccurate by as much as
300 m. Positional measurements should be discarded

Receivers Autonomous Integrity Monitoring (RAIM) is a diagnostic function which tests the
accuracy of GPS signal. To use the RAIM function the OOW has to enter the range (from own
ship in meters) for which the position confidence is required (e.g., 100 m). The receiver estimates
position confidence using range value and detected satellite error, and displays the results as one
of three levels of position confidence. The 3 levels are as follows:

Level Description
Safe GNSS signal is normal. The positional accuracy satisfies the setting value
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Caution RAIM accuracy cannot be calculated. The positional accuracy does not satisfy
the setting value
Unsafe GNSS signal is abnormal, therefore the positional accuracy is not reliable

GNSS Jamming and Spoofing – Jamming causes the receiver to die, spoofing causes the
receiver to lie. Jamming is usually caused by interference to the signals at GNSS frequencies,
while spoofing attack attempts to deceive a GNSS receiver by broadcasting incorrect GNSS
signals, structured to resemble a set of normal GNSS signals, or by rebroadcasting genuine
signals captured elsewhere or at a different time.
Multi Path error - Multipath interference occurs when the GNSS receives reflected signals in
addition to the direct LOS signal. These interference signals (noise signals) are generally
reflected from the ground, and the ship structure.
The signal-to-noise ratio (SNR) is the ratio of the signal power to noise power and is routinely
measured by GNSS receivers to indicate the signal strength of the received satellite signal and
the noise density (i.e., the antenna and receiver noise temperature). To be able to extract the
information safely from the signal, the useful signal must stand out clearly from the background
noise, so the SNR must be sufficiently large. A ratio of more than 1:1 (more than 0 dB) indicates
more signal than noise.

Master / OOW: Be ready to identify the errors of the GNSS receiver.

Consult the GNSS maker’s manual, when necessary.
CAUTION

[Link].3 GNSS Receiver (Single or Multiple) Failure

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[Link].4 Frequency of Position Fixing when GNSS Receiver(s) Fails

OOW: Seek for other position fixing methods when the GNSS receivers cannot provide accurate
position fixing. The following position fixing methods and intervals are recommended:

Position Fixing Intervals

Navigation Area Intervals Methods
 Celestial observation
Open Waters At least every 1 hours
 DR or EP
 Celestial observation
 DR and EP
Coastal Waters At least every 30 minutes  RIO and PI
 Visual/RADAR observations
 Echo Sounder use
 DR and EP
 RIO and PI
Confined / Pilotage Waters At least every 12 minutes
 Visual/RADAR observations
 Echo Sounder use

Master: Modify or augment the critical point settings, after taking into account factors that include
ship speed, proximity to navigational hazards, available sea-room, traffic concentration,
geographical limitations, environmental conditions and maneuverability.

Post the GNSS receivers’ inter-switch arrangement close to the GNSS units.

CAUTION

[Link].5 Periodic Checks and Performance Tests

The following checks and tests should be carried out in order to verify GNSS proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The GNSS errors (DOP, RAIM, SNR)
 The ship’s position with other mean than GNSS
 The antenna offset settings
Bridge Log Book
 The positional and speed data provided to OOW
and form N 006
another piece of navigation equipment such as
AIS, ARPA, GMDSS, ECDIS and Steering control
units
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Daily (at noon time)

Check Responsible Records
Bridge Log Book
 Self-Test as per maker’s instructions OOW
and form N 020
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The GNSS errors (DOP, RAIM, SNR)
 The ship’s position with other mean than GNSS
 The antenna offset settings Bridge Log Book
 The positional and speed data provided to OOW and form N 018 or
another piece of nav. equipment such as AIS, N 017
ARPA, GMDSS, ECDIS and Steering control
units

[Link] Echo Sounder

An Echo Sounder is a type of SONAR (Sound Navigation and Ranging) device used to determine
the depth of water (UKC). It works on the principle of transmitting sound waves from ship’s bottom
and then measuring the time taken for the echo to be returned from seabed.

[Link].1 Echo Sounder Operation

OOW:
 Keep the echo sounder always in operation when ship is underway, adrift or at anchor.
 Verify the proper operation of the echo sounder system at least once per watch.
 Adjust the echo sounder’s range scales according to the sea depth.
 Switch on the echo sounder’s recording device when:
o The charted sea depth is twice than ship’s maximum static draft
o Making landfall
o On coastal and restricted / pilotage waters
o The charted depths are questionable
o At anchor
o At Master’s discretion.
 Record the date/time in UTC and ship’s position on the recording paper when switching on
or off the echo sounder’s recording device. Make also a relevant entry at Bridge Log Book.


Note
Newer recorders have a digital recording system that needs to be saved or exported at the end of
the voyage. In this case, save the data on a dedicated USB memory device (ensuring that cyber
security policies are followed), name the file (saved data) with the voyage number, ship’s
condition and intended voyage (i.e., 032B – Piraeus to Rotterdam) and keep the saved data on a
folder at Master’s PC, under the name Echo Sounder Printouts, for one year or until the end of
the voyage, whichever is greater.
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 Ensure that the units of soundings on echo sounder are the same as those on the ENC
used.
 Compare the depth readings on the echo sounder with those on ENCs to ensure accuracy
of the readings shown. When comparing echo sounder and ENC soundings, consider the
ship’s draft, any depth readings offset (i.e., CATZOC uncertainty) and the height of tide.
 Be familiar with the echosounder transducer location. If there are more than one
transducer available for use, then select:

Moving Forward
Transducer Moving Aft
Trim by stern Even Keel Trim by head
Forward    
Aft    

 Be familiar with the control settings on the echo sounder; inappropriate adjustments may
lead to incorrect depth read-out due to errors in the data obtained or system’s failure.

Never underestimate the importance of echo sounder. It can alert the

OOW to a changing and potentially dangerous reduction in UKC.
CAUTION

[Link].2 Depth Alarm

The echo sounder unit is fitted with a depth alarm, the alarm must be set to an appropriate safe
depth to warn of approaching shallow water. The recommended depth alarm settings are as
follows:

Navigation Area Shallow Water Alarm Settings

Equal to ship’s maximum static draft or 10 m, whichever is
Open Waters
greater
Coastal Waters Equal to ½ ship’s maximum static draft
Confined / Pilotage At Master’s discretion bearing in mind early warning necessity
Waters but not less than 1.0 m

Anchorage  At unprotected waters not less than 2.0 meters

 At sheltered / protected waters not less than 1.0 m

OOW:
 Ensure that depth alarm settings are in accordance with the passage plan.
 Change the settings as required on the legs of the passage.
 Ensure that the depth alarm is providing a warning when reaching the set values. Test the
alarm function, at least once per watch when possible.
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[Link].3 Position Verification with the Use of Echo Sounder

The echo sounder cannot be used as a position fixing tool but it can be used to confirm the known
position of the ship. The echo sounder readings can provide a good mean to obtain a position
line, check a fix or estimated position.
OOW: Consider echo sounder errors, when the echo sounder readings are used to verify ship’s
position. Errors like:
 Sound wave speed of propagation through the water due to change in salinity or
temperature of the water. This can introduce errors up to 5% in the depth readings shown.
In any such situation, an extra safety margin must be allowed to ensure adequate UKC.
 False echoes, such as double or multiple echoes due to reflection of sound waves from
the ship’s hull showing a second layer or seabed. This error can be removed by changing
the depth scale in use.

[Link].4 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify echo sounder proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The proper functioning of echo sounder system
 The accuracy of the echo sounder, compared to
water of a known depth
Bridge Log Book
 The depth alarm settings as per passage plan OOW
and form N 006
 The depth alarm warning if possible
 The condition of recording device
 The proper transducer selection
Daily (at noon time)
Check Responsible Records
 Self-Test as per maker’s instructions
Bridge Log Book
 The efficiency of recording paper and ink OOW
and form N 020
supply, if applicable
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The proper functioning of echo sounder system
 The accuracy of the echo sounder, compared to
water of a known depth Bridge Log Book
 The depth alarm settings as per passage plan OOW and form N 018 or
 The depth alarm warning if possible N 017
 The condition of recording device
 The proper transducer selection
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[Link] Speed and Distance Measuring Device (Speed Log)

All ships more than 300 GT shall be fitted with a speed and distance measuring device to indicate
speed and distance through the water. The speed log has 2 key functions: determination of the
ship’s speed and recording of the distance travelled.

[Link].1 Speed Log Operation

OOW: Ensure that the speed output to remote displays and navigational equipment such as
ARPA, AIS and ECDIS is accurate. Compare the speed log outputs with other speed data and
checks on the distance travelled.

Note
The accuracy may be reduced under rough weather, improper location of sensor or depth under
the keel less than 3 m.

 Select the appropriate type of speed.

Speed Through the Water (STW) must be used for collision avoidance, while
Speed over the Ground (SOG) should be used for navigation, distance
measurement, assessing fuel usage etc.
CAUTION

 Be aware of the transducer’s location on the hull of the ship. Take necessary measures
in order to prevent transducer’s damage (e.g., during drydocking).
 Be aware of the accuracy limits of the speed log, particularly when navigating in areas
where UKC is reduced, as the log outputs may not reflect the actual values.

The speed log can be:

 Single axis log providing the ahead and astern speed in knots
 Dual axis log providing in addition to the ahead and astern speed,
CAUTION information on the lateral motion of the bow and stern in knots. An
arrow indicates the direction of the movement.

[Link].2 Speed Through the Water Calculation

Current has no effect on the log speed (seep through the water). In normal wind force, the speed
through the water is very close to the engine speed. Engine speed is calculated by propeller
distance divided by the time. Propeller distance is obtained by multiplying total revolution to a
constant. This constant is proportional to the pitch of the propeller. So:

Speed Through the Water (STW) = (Total Revolution x Constant) / Time

If the engine speed is not same with the speed through the water, there are few important
conclusions that can be drawn:
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 The speed log is erratic

 The hull is foul, having considerable amount of marine growth.
OOW: Use the above formula to calculate the STW when the doppler output is erratic. Enter
manually the value of calculated STW on the ARPA, ECDIS or AIS if requested.

[Link].3 Periodic Checks and Performance Tests

Carry out the following checks and tests in order to verify speed log proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The proper functioning of speed log
 The speed output to remote displays and nav.
equipment (ARPA, AIS, ECDIS) is accurate Bridge Log Book and
OOW
 The speed log can provide speed through form N 006
water and speed over the ground to the ARPA,
AIS and ECDIS units
Daily (at noon time)
Check Responsible Records
 Self-Test as per maker’s instructions Bridge Log Book and
OOW
form N 020
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The proper functioning of speed log
 The speed output to remote displays and nav.
equipment (ARPA, AIS and ECDIS) is accurate Bridge Log Book and
OOW
 The speed log can provide speed through form N 018 or N 017
water and speed over the ground to ARPA,
AIS and ECDIS units.

[Link] Navigation Lights and Shapes

[Link].1 Navigation Lights

Navigation lights are the following:
 Masthead light, sidelights, stern light, towing light, all-round light, flashing light as defined
in Rule 21 of COLREGs.
 All-round flashing yellow light required for air-cushion ships by Rule 23 of COLREGs.
 Maneuvering light required by Rule 34(b) of COLREGs.

Switch on the nav. lights at departure from the berth and then changed whenever the ship's
navigation status changes, such as when going from underway to anchor or when alongside at a
berth.
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Record the date and time of switching on and off the navigational lights in the
Bridge Log Book.
CAUTION
OOW: Ensure that:
 The correct navigational status is indicated by the navigation lights at all times, in full
compliance with the definitions of navigation status in the COLREGs.
 The primary and secondary navigational lights are fully operational. Check their
operational status at least once per watch.
 The primary and secondary power supplies to navigational light controller are
operational.
 The power failure alarm is operational.

Only lamps specified by the maker should be used in each particular

navigation light to avoid reduction of navigation light’s performance due to
unsuitable lamps.
CAUTION

 Avoid to use deck lights on the structure of ship during the hours of darkness, as they
may interfere with or be able to be mistaken for any other light signal prescribed by the
COLREGs.
 A sufficient number of spare lamps for navigation lights are carried onboard, which must
conform to the navigational light maker’s specification.

Maintain an inventory of spare lamps readily available. The inventory should

at least contain the number of the spare lamps, the intended use, the size,
focal plane, luminosity and wattage or type. At least 3 spare lamps for each
CAUTION navigation light must be available at all times.

[Link].2 Special Requirements for Lights using LEDs

The luminous intensity of LEDs gradually decreases while the electricity consumption remains
unchanged. The rate of decrease of luminous intensity depends on the output of LEDs and
temperatures of LEDs. To prevent shortage of luminous intensity, LEDs should only be used
within the lifespan specified by the maker based on appropriate test results under various
temperature conditions and on the temperature condition of LEDs in the light during operation.
OOW: Maintain an inventory showing when the LEDs were put into operation, their luminous
intensity, their lifespan and the date of their replacement, in accordance with maker’s instructions.
Keep this inventory posted close to the Navigational Lamps panel and updated it upon any
change.
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[Link].3 Navigation Shapes

Navigation shapes are mast head signals visually indicating the status of a ship to other ships on
navigable waters during daylight hours whether making-way, anchored, or aground. The 3 basic
shapes are 3 balls, one cylinder and one diamond.
OOW: Ensure that:
 The correct navigational status is indicated by the navigation shapes at all times, when
necessary, during daylight, in compliance with COLREGs definitions of navigation status.

Record the date and time of hoisting and lowering the navigational shapes,
when necessary, in the Bridge Log Book.
CAUTION

 Navigational shapes are in good condition ready for immediate use when requested.

[Link].4 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify navigation lights and shapes proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The proper function of primary and
secondary navigational lights Bridge Log Book and
OOW
 The power failure alarm (build in test) form N 006
 The nav. shapes condition and availability
Daily (at noon time)
Check Responsible Records
The proper function of nav. light controller by OOW Bridge Log Book and
removing the fuse of the navigation light(s) ETO form N 020
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The proper function of primary and
secondary navigational lights Bridge Log Book and
OOW
 The power failure alarm (build in test) form N 018 or N 017
 The nav. shapes condition and availability

[Link] NAVTEX and SafetyNET

Two principal methods are used for broadcasting maritime safety information (MSI – means
navigational and meteorological warnings, meteorological forecasts and other urgent safety
messages broadcast to ships) in accordance with SOLAS, in the areas covered by these
methods, as follows:
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 NAVTEX, broadcasts to coastal waters; and

 SafetyNET, broadcasts which cover all the waters of the globe except for Sea Area A4.
The systems are different and should not be confused.

Note
In sea area A4, outside of the coverage of NAVTEX, the MSI is received using HF NBDP.

[Link].1 NAVTEX
NAVTEX is the system for the coordinated broadcast and automatic reception on 518 kHz of MSI
by means of narrow-band direct-printing telegraphy using the English language.
The system provides weather warnings, NAVAREA warnings and coastal navigational warnings
relevant to ships within specified coastal areas. The range is generally 300 to 400 nm.

NAVTEX must remain always in operation, to avoid the chance of losing vital
information that might affect the ship during her voyage.
CAUTION

[Link].2 NAVTEX Frequencies

Broadcasts of local MSI by land stations operating in the NAVTEX service are made on the (MF)
frequency of 518 kHz. A second NAVTEX (MF) frequency of 490 kHz is available for national
language broadcast. The (HF) frequency of 4209.5 kHz is also allocated for national NAVTEX
transmissions. There is also provision for transmissions on other nationally assigned frequencies
for national transmissions, which may also be in language other than English. Some of these are
on 424 kHz (refer to ALRS for details).

[Link].3 NAVTEX Indicator Characters

Each class of NAVTEX message carries a different subject indicator. Navigational warnings,
meteorological warnings, and search and rescue information cannot be rejected. Subject indicator
characters used in the NAVTEX system are:

Indicator Subject Indicator Subject

A Navigational warnings H LORAN messages
B Meteorological warnings I Spare
C Ice reports J GNSS messages
D Search and rescue information, K Other electronic aids to
and pirate attack warnings navigation messages
E Meteorological forecasts L Navigational warnings -
additional to A
F Pilot service messages V, W, X, Y Special services – allocation by
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the NAVTEX panel

G AIS Z No messages on hand

Subject indicators A, B, D and L cannot be rejected by the receiver and will always be printed.
OOW: Program the NAVTEX receiver to reject certain classes of messages that are not required.

[Link].4 NAVTEX Messages

In general, each NAVTEX station in an area is allocated a designated 10 minutes period every 4
hours to make its broadcasts. Details of NAVTEX stations and their allocated broadcasting times
may be found in the List of Coast Stations and Special Service Stations published by ITU or the
ALRS. Generally, NAVTEX information is broadcast in the English language.
NAVTEX messages are given priorities of VITAL, IMPORTANT and ROUTINE.
VITAL - Transmitted on receipt (subject to not causing interference to other stations).
IMPORTANT - Next available time slot.
ROUTINE - At the normal allocated time slot.
Messages numbered 01 to 99 if previously received without too many errors will not be reprinted.
SAR messages will have the number 00 and always be reprinted whether received previously or
not. Most NAVTEX receivers also delete any messages between 60 and 72 hours old.

Format of NAVTEX Message

Messages are received in printed form on a paper roll and/or displayed electronically with local
storage.

Keep a spare quantity of paper rolls (minimum 12) and ink or thermal
cartridges (minimum 3) onboard if the NAVTEX receiver requires it.
CAUTION
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[Link].5 NAVTEX Station Identification

Coast stations transmitting NAVTEX messages are assigned a single alphabetical letter
identification code letter (called a B1 character or transmitter identification character), based upon
the principles outlined in the ALRS Volume 5, Figure X.
OOW: Set the NAVTEX receiver on manual or auto selection mode. If on manual mode, select or
reject individual stations by their identification code letter, according to ship’s location and
planned route. Review the passage plan form accordingly.
ALRS Volume 5, Figure X.

Note

For handling NAVTEX messages, see paragraph 12.5 of ECDIS Procedures Manual.

[Link].6 SafetyNET
SafetyNET is the international service for the broadcast and automatic reception of MSI via the
Inmarsat EGC system. SafetyNET receiving capability is part of the mandatory equipment which
is required to be carried by certain ships in accordance with the provisions of SOLAS. The system
provides long range weather warnings along with NAVAREA navigational warnings as part of the
World-Wide Navigational Warning Service (WWNWS).

[Link].7 INMARSAT System / EGC

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This system provides a service known as EGC which provides the broadcast of information to
selected ships in an ocean region. All managed ships carry an EGC facility for the reception of
MSI through the Inmarsat system. EGC capability is usually incorporated into Inmarsat–C
equipment only.

Basic concept of the Inmarsat Enhanced Group Call system

Two types of EGC messages are available: SafetyNET and FleetNET.

SafetyNET broadcasts shore-to-ship maritime safety information (MSI), which include:
 Navigational warnings (NAVAREA)
 Weather warnings and forecasts (METAREA)
 Shore-to-ship Distress Alert Relays, search and rescue communications and other
urgent information.
FleetNET allows registered information providers to broadcast messages to selected groups of
ships. The selected ships may belong to a particular fleet or flag, or be a registered subscriber to
a commercial service.

On ships where duplication of Inmarsat-C terminals is provided, one terminal

should be dedicated to the task of EGC reception. Dedication to EGC
reception will not affect a terminal’s capacity to transmit a distress alert.
CAUTION

[Link].7.1 Broadcast of EGC Messages

An EGC message, on SafetyNET, is broadcast over an entire ocean region and is received by all
stations in that region which have their EGC facility tuned to the Network Coordination Station
common channel. However, the message is only accepted by those EGC receivers which are in
the geographical area selected by the OOW, or have been programmed to accept that particular
type of EGC message. All other EGC receivers reject the message.
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Failure to update the EGC facility with ship’s position within 12 hours will
result in the EGC receiver accepting all maritime safety information for the
entire ocean region, regardless of the ship’s position.
CAUTION

OOW:
 Make sure that the Inmarsat-C is logged-in, in the desired Ocean Region.
 Select or reject the NAVAREAs on the Inmarsat-C system, according to ship’s location
and planned route. Review the passage plan form accordingly.
 Ensure that the EGC facility is continuously provided with correct ship’s position
information. If not, then the EGC facility must be manually updated at periods not
exceeding 4 hours.

Keep a spare quantity of paper rolls (minimum 12) and ink or thermal
cartridges (minimum 3) onboard for Inmarsat-C printer’s use.
CAUTION

[Link].7.2 NAVAREAs
Under the WWNWS the world's oceans are divided into 16 geographical sea areas, called
NAVAREAs (NAVigational AREAs) which are identified by Roman numerals and comprises
NAVTEX CRS identified by a single letter of the alphabet from A to Z.

NAVAREA Coordinator NAVAREA Coordinator

I United Kingdom IX Pakistan
II France X Australia
III Spain XI Japan
IV United States of America XII United states of America
V Brazil XIII Russia
VI Argentina XIV New Zealand
VII South Africa XV Chile
VIII India XVI Peru
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NAVAREA limits of the WWNWS

[Link].7.3 Reception of shore-to-ship Distress Alert Relays

The shipboard EGC facility ensures a very high probability of the receipt of a shore-to-ship
Distress Alert Relay from a RCC. The receipt of such a message, or any EGC message encoded
with a distress or urgent classification by the information provider, will be marked by visual and
audible alarms to attract the attention of the bridge watchkeeper. These alarms are not self–
cancelling and must be reset manually.

OOW: Advise Master immediately upon receipt of a distress alert relay

message close to the ship’s vicinity (i.e., 50 nautical miles).
CAUTION


Note
For handling SafetyNET messages, refer to paragraph 12.5 of ECDIS Procedures Manual.

[Link].8 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify NAVTEX and SafetyNET proper performance:
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Every Watch (at least every 4 hours)

Check Responsible Records
 The NAVTEX and Inmarsat-C condition
 The NAVTEX and EGC printers (paper
availability and printouts quality)
 The NAVTEX stations, according to ship’s
position and intendent route (passage plan) Bridge Log Book
 The NAVTEX message subject indicator OOW and form N
 The Inmarsat-C log-in in the desired Ocean 006
Region
 The NAVAREAs on the Inmarsat-C system,
according to ship’s position and intendent
route (passage plan)
Daily (at noon time)
Check Responsible Records
Bridge Log Book,
Self-test of NAVTEX and Inmarsat-C equipment, OOW
form N 020 and
including printer’s test
GMDSS Log Book
Weekly
Check Responsible Records
Bridge Log Book
Diagnostic test / Loop test of NAVTEX and OOW
and GMDSS
Inmarsat-C equipment
Log Book
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The NAVTEX and Inmarsat-C condition
 The NAVTEX and EGC printers (paper
availability and printouts quality)
 The NAVTEX stations, according to ship’s
position and intendent route (passage plan) Bridge Log Book
 The NAVTEX message subject indicator OOW and form
 The Inmarsat-C log-in in the desired Ocean N 018 or N 017
Region
 The NAVAREAs on the Inmarsat-C system,
according to ship’s position and intendent
route (passage plan).

[Link] Voyage Data Recorder (VDR)

The purpose of a VDR is to maintain a store, in a secure and retrievable form, of information
concerning the position, movement, physical status, command and control of a ship over the
period leading up to and following an incident having an impact thereon. Information in a VDR
should be made available to both the Administration and the Company to identify the cause(s) of
an incident.
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The recordings of the VDR must be continuous.

CAUTION

[Link].1 Components of VDR

The VDR contains the following units:
 The Data Collection Unit (DCU), fitted on the bridge, that pulls in data from all the
integrated sources.

The keys for DCU cabinet locker must be always under Master’s custody,
placed in a dedicated position in the key locker at Master’s cabin.
CAUTION

 The Data Recording Unit (DRU), fitted on the compass bridge deck, that stores all of the
data that is recorded via the unit within the wheelhouse. The DRU components are
embodied in the protective capsule. The capsule ensures survival and recovery of the
recorded data after an incident (e.g., collision, grounding etc.).
 Microphones to record bridge audio.
 Alarm panel.

If the ship's source of electrical power supply fails, the VDR should continue
to record Bridge Audio (at DCU) from batteries supply power for 2 hours
CAUTION

[Link].2 Data Items to be Recorded

The VDR records the following:
 Date and Time, referenced to UTC, obtained from GNSS
 Ship’s position, latitude and longitude, derived from GNSS
 Speed through the water and speed over the ground, including an indication of which it
is, derived from ship’s speed and distance measuring equipment
 Heading as indicated by the ship's heading source
 Bridge Audio, microphones positioned on the bridge covering all work stations
 Communication Audio, VHF communications relating to ship operations
 RADAR, the electronic signals of the main displays of both ship's radar installations
 Main Alarms, as received from the BNWAS
 ECDIS, the electronic signals of the ECDIS display in use at the time as the primary
means of navigation
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 Echo Sounder, depth information, including where available, depth under keel, the depth
scale currently being displayed
 Rudder Order and Response
 Engine and Thruster Order and Response
 Hull Openings Status
 Watertight and Fire Door Status
 Accelerations and Hull Stresses (if fitted)
 Wind Speed and Direction
 AIS
 Rolling Motion (if electronic inclinometer installed)
 Configuration Data
 Electronic Log Book.

If the VDR unit was installed before July 01 st 2014, the time which all stored
data are retained should be at least 12 hours. For VDR units installed after
July 01st 2014, minimum 720 hours before data being overwritten.
CAUTION

[Link].3 VDR Data Save and Recovery

Recovery of the VDR information must be undertaken as soon as possible after an accident to
best preserve the relevant evidence for use by both the investigator and the company.
Master / OOW:
 Make sure you know how to save and recover the VDR data on your ship.

Master: Preserve the VDR data in the case of abandonment of a ship

during an emergency, where time and other responsibilities permit.
WARNING

 Know what is connected to VDR, e.g., if only one radar is linked, ensure this is
appropriately identified.
 Ensure that the instructions for saving and preserving VDR data are correct and
accurate.
 Know when and under what circumstances you should save VDR data.
 Practice during the drills, the saving and recovering of VDR to promote familiarity in use.

 Post instructions for saving and preserving data near the VDR
controls.
 Saving and recovering of VDR data is part of the emergency
procedures.
CAUTION

 Follow proper chain of custody protocol when sending saved data and storage devices.
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The Company is the owner of the VDR and its information. However, in the
event of an incident the Company should make available and maintain all
decoding instructions necessary to recover the recorded information.
WARNING

[Link].4 Proactive Use of VDR Data

The Company collates VDR data across the managed ships for analysis at regular intervals in
order to identify not only the areas in need of improvement but also examples of best practice.
Regular review also provides the following benefits:
 Means to appraise and enhance bridge procedures and operational safety.
 Data can be used for identifying training needs and reinforcing existing good practices.
 Recording and reviewing “near miss” incidents can help in internal investigations, identify
‘lessons learnt’ and assess company policies and procedures.
 Confirms that a complete set of input data is being correctly recorded.
Any gaps identified are shared across the fleet with the objective to prevent recurrence.

[Link].5 Remote Navigational Assessment using VDR

The Company uses VDR data analysis to conduct remote assessments of navigational practices
across the managed ships (Chapter 12, paragraph 12.4) with a view to further enhancing safe
navigation and identifying training needs.
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[Link].6 Periodic Checks and Performance Tests

Carry out the following checks/tests in order to verify VDR proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The VDR function Bridge Log Book and
OOW
 Alerts related to VDR function form N 006
Daily (at noon time)
Check Responsible Records
The condition of DRU fitted on the compass OOW Bridge Log Book and form
bridge deck N 020
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The VDR function Bridge Log Book and
OOW
 Alerts related to VDR function form N 018 or N 017
Annual
Check Responsible Records
The VDR system, including all sensors, shall
be subjected to an annual performance test Bridge Log Book and
as per SOLAS Ch. V Reg.18.8 by an approved a copy of the compliance
testing or servicing facility to verify the Technical certificate issued by the
accuracy, duration and recoverability of the Department, testing facility, stating the
recorded data. In addition, tests and Master date of compliance and the
inspections shall be conducted to determine applicable performance
the serviceability of all protective enclosures standards
and devices fitted to aid location
General
Check Responsible Records
The VDR system by an approved testing or
servicing facility, as per maker’s instructions
after:
Technical
 Any upgrade, maintenance or repair Bridge Log Book and
Department,
of VDR itself a copy of the service report
Master
 Any upgrade, maintenance or repair
of navigational or communication
equipment providing data feeds
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[Link] Magnetic and Gyro Compasses

[Link].1 Magnetic Compass

According to SOLAS Ch. V, Reg. 19, all ships, irrespective of size, are required to be fitted with a
properly adjusted standard magnetic compass, or other means, independent of any power supply,
to determine the ship’s heading and display the reading at the main steering position. A spare
magnetic compass, interchangeable with the standard compass is required, except if a steering
compass or a gyro compass if fitted.
Magnetic Compass is an instrument designed to seek a certain direction in azimuth and to hold
that direction permanently, and which depends, for its directional properties, upon the magnetism
of the earth.
Standard Compass is a magnetic compass used for navigation, mounted in a suitable binnacle
containing the required correcting devices and equipped with a suitable azimuth reading device.
Steering Compass is a magnetic compass used for steering purposes mounted in a suitable
binnacle containing the required correcting devices.
Transmitting Magnetic Compass (TMC) is used to take an electronic reading from a magnetic
compass. The reading can be used as an input to other equipment, such as an autopilot, or by
remote means on a suitable display unit (see paragraph [Link].7)

[Link].1.1 When the Magnetic Compass Must be Adjusted

All magnetic compasses must be swung and adjusted:
 At least every 2 years
 After dry docking
 After significant structural work.
Magnetic compasses must be adjusted when:
 They are first installed
 They become unreliable (e.g., after an accident)
 Repairs or structural alterations have been made to the ship that could affect its
permanent or induced magnetism
 Electrical or magnetic equipment close to the compass is installed, removed or altered
 After 1 year from when the compass was last adjusted, if the required record of compass
deviations has not been maintained
 The recorded deviations are excessive or the compass shows physical defects

Observed accuracies, on any heading, must be within 5o of the residual

deviation table or curve for safe navigation.
WARNING

 At any other time deemed necessary by the Master for the safety of navigation.
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[Link].1.2 Compass Adjustments and Repairs

All compass adjustments, including those using remote services, must be carried out by a
qualified compass adjuster. When this adjuster is not available, the Master may carry out this
work in case of an emergency, provided that the adjuster will board the ship at first opportunity.

 Prepare a compass deviation card each time the compass is adjusted.

 Prepare separate deviation cards for the standard compass and the
transmitting magnetic compass repeater, if fitted, by comparing
headings.
CAUTION

OOW:
 Ensure that the magnetic compass is checked regularly, at least once per day, and verify
that no “bubbles” observed in the compass bowl.
 Ensure that the heading information is properly provided to the helmsman. The reflected
image of the standard compass periscope is clear and properly illuminated (use during
hours of darkness included).
Master:
 Note the date of any adjustment in the Compass Deviation Book. The details must
include the position of all compass correctors as well as the ship’s position and the sea
conditions when the adjustments were made.
 Ensure that repairs are only be made by the maker or a competent person using proper
test facilities. When the work is finished, the repairer must supply ship with a certificate or
service report specifying the date the work was done and the applicable standards.

Every managed ship carries a spare magnetic compass bowl, which should
be treated carefully and stowed, together with its gimbal unit, away from the
bridge so it is not affected if the bridge is disabled by e.g., fire. The spare
CAUTION magnetic compass should be stowed upside down.

[Link].1.3 Compass Deviation

OOW:
 Check the compass error after each major course alteration (more than 20o), or at least
once per watch where no major alteration has taken place. The observed error must be
recorded in the Compass Deviation Book.
 Make an entry in the Compass Deviation Book when the ship enters or leaves dry dock.
 Be aware of limitations to the performance of the magnetic compass in relation to
proximity to the magnetic poles.
Master:
 Check the compass deviation regularly to identify the need for repair, testing or
adjustment.
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 Draw a deviation curve from ship’s recorded measured deviations, at least once per
year, and compare the shape of the curve and the values of deviations with the original
curve. Any significant change in either is reason for making re-adjustment.

Note
The deviation curve, created by the Master on annual basis, must show a smooth curve with no
rapid changes and measured deviations must follow the same pattern. A change in either the
shape of the curve or in the values is an indication that the compass requires to be readjusted.

Display at the ship’s bridge at all times the residual deviation table or curve,
made by compass adjuster.
CAUTION

[Link].1.4 Changes in Magnetism during the Ship’s Life

A new ship’s magnetism can be particularly unstable. The same is true following major structural
repairs or modifications. Therefore, the performance of magnetic compasses must be monitored
carefully during the ship’s early life and after repairs or modifications to determine if the compass
requires adjustment.
Master:
 Check performance of magnetic compasses particularly:
o When carrying and after discharging cargoes that have magnetic properties.
o After electromagnetic lifting appliances are used for cargo loading or
discharging.

The retentive magnetic field induced by electromagnetic lifting appliances can

alter a ship’s magnetism, making compasses unreliable. However, a large
amount of the magnetism induced by electromagnetic equipment may
subsequently decay. Therefore, immediate readjustment is not advised until
CAUTION the residual deviation of the compass has been determined.

o Following a casualty in which the ship has been subject to severe contact or
electrical charge, such as a lightning strike.
o After the ship has been laid up or lying idle, since even a short period of
idleness can affect the deviation.
o When operating on short voyages for a long period of time then relocates, which
results in a large change in magnetic latitude.
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Portable electrical equipment, for example radios, tape recorders and mobile
telephones or items made of steel, may affect the performance of a magnetic
compass. Keep such items well away from the compass position.
CAUTION

[Link].1.5 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify magnetic compass proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The magnetic compass heading information
is properly provided to helmsman Bridge Log Book, form N
 The magnetic compass error OOW 006 and Compass
 The magnetic compass heading outputs to Deviation Book
other bridge systems if TMC is used
Daily (at noon time)
Check Responsible Records
 The condition of magnetic compass bowl,
OOW Bridge Log Book, form
fitted on the compass bridge deck
N 020
 The condition of spare magnetic compass
Weekly
Check Responsible Records
The TMC outputs (correct properly variation and OOW Bridge Log Book
deviation)
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The condition of magnetic bowl, fitted on
the compass bridge deck Bridge Log Book and
OOW
 The magnetic compass heading information form N 018 or N 017
 The magnetic compass error
Yearly
Check Responsible Records
The shape of curve and the values of deviation
errors with the original curve, after drawing a
Master Bridge Log Book
deviation curve from ship’s recorded measured
deviations
Every 2 years
Check Responsible Records
Bridge Log Book,
Compass
 Swing and adjust the magnetic compass Compass Deviation
Adjuster,
 Compass deviation card (new) Book and a copy of the
Master
certificate/service report
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[Link].2 Gyro Compass

According to SOLAS Ch. V, Reg. 19, all ships above 500 gt shall have:
 A gyro compass, or other means, to determine and display their heading by shipborne
non-magnetic means, being clearly readable by the helmsman at the main steering
position. These means shall also transmit heading information for input to other nav.
Equipment.
 A gyro compass heading repeater, or other means, to supply heading information
visually at the emergency steering position, if provided.
 A gyro compass bearing repeater, or other means, to take bearings over an arc of the
horizon of 360o, using the gyro compass or other means.

[Link].2.1 Errors
The gyrocompass is subject to certain errors, including steaming error, where rapid changes in
course, speed and latitude cause deviation before the gyro can adjust itself. Normally,
the GNSS or other navigational aids feed data to gyrocompass allowing a small computer to
apply a correction.

OOW: Apply manual corrections, as necessary, where the gyrocompass has

no direct speed or position feed from GNSS and/or speed log.
CAUTION

As the Gyro Compass is an item of critical equipment, any failure or unacceptable error will affect
the accuracy of equipment that received heading information from it.

[Link].2.2 Navigation Equipment that Gyro Compass Feeds

The gyro compass feeds a number of navigation and communication equipment like:
 Gyro Repeaters. The gyro compass supports a number of repeaters located inside the
bridge, on the bridge wings, and at the emergency steering position.
 GNSS
 Autopilot
 RADAR(s)
 ECDIS
 GMDSS.

OOW: Check the gyro repeaters on the bridge and bridge wings at least once
per watch and after a course alteration more than 20o. Check daily all the
other repeaters (including the one located at the emergency steering
CAUTION position).
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[Link].2.3 Gyro Compass Adjustments and Repairs

The Gyro Compass must run continuously. If stops for any reason (e.g., power failure), its
accuracy cannot be relied upon until it has settled and the gyro error has been obtained.

Conduct Gyro Compass error observations at least every 4 hours and/or after
course alterations more than 20o. Record the observed error in the Compass
Deviation Book.
CAUTION

OOW:
 Ensure that alignment errors are corrected and repeaters resynchronized.
 Ensure that the provided feed to other bridge equipment (e.g., GNSS, ECDIS, GMDSS
etc.) is accurate.
 Compare the gyro compass indications with magnetic compass at least every 4 hours.
 Be familiar with the actions needed in case of gyro failure.
 Be aware of gyro compass errors by reduced horizontal force in polar latitudes, such as
+/- 70o north or south.
 Compare the gyro heading with the alignment of the berth prior sailing.
 Ensure that the difference between the master gyro compass and the gyro repeaters is
not exceeding +/- 0.5o.
 Ensure the proper maintenance and operation of gyro compass:
o Check power supply (including UPS).
o Check for any alarm illumination and test the alarm sound using the test button.
o Check for any abnormal sound, vibration or overheating created in the master
gyro compass main body. Observe the performance of the gyro compass and to
make an adjustment if necessary.

The gyro compass error considered acceptable is less than 5o.

CAUTION

Master:
 Ensure that gyro compass is serviced as per the maker’s instructions or annually,
whichever period is shorter by an authorized service contractor. Verify that the service
period is never overdue by more than 5% of the service intervals.
 Maintain the service records for gyro compass(s).

[Link].2.4 Twin Gyros Compass

The ships built as per Company’s specifications are provided with twin gyrocompass. The twin
gyro arrangement has been fitted in an effort to enhance the safe operation of the vessels.
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OOW:
 Ensure that both gyros are running during sea passage.
 Ensure that both are providing accurate feeds to all connected navigational equipment.
 Change the master gyro to stand-by and vice versa on monthly basis.
 Set the differential alarm to 2o.

Note

Master is considered the gyro providing feeds to all connected navigational equipment.

[Link].2.5 Gyro Compass Failure

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[Link].2.6 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify gyro compass proper performance:
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Every Watch (at least every 4 hours)

Check Responsible Records
 The gyro compass condition
 The GNSS or other navigational aids feed data
to the gyro compass
 The gyro compass error
 The gyro compass alarms Bridge Log Book,
OOW
 The feeds provided by gyro compass to other form N 006
navigation equipment
 The gyro compass repeaters at bridge area
 The gyro compass indication, comparing with
magnetic compass indication
Daily (at noon time)
Check Responsible Records
 The gyro compass repeater at emergency
steering position
 The gyro compass power supply (including
UPS)
OOW Bridge Log Book,
 For any alarm illumination and test the alarm
form N 020
sound using the test button
 For any abnormal sound, vibration or
overheating created in the master gyro compass
main body
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The gyro compass condition
 The GNSS or other navigational aids feed data
to the gyro compass
 The gyro compass error
 The gyro compass alarms
 The feeds provided by gyro compass to other
navigation equipment
 The gyro compass repeaters at bridge area
 The gyro compass indication, comparing with Bridge Log Book
magnetic compass indication OOW and form N 018 or
 The gyro compass repeater at emergency N 017
steering position
 The gyro heading with the alignment of the
berth prior sailing
 The gyro compass power supply (including
UPS)
 For any alarm illumination and test the alarm
sound using the test button
 For any abnormal sound, vibration or
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overheating created in the master gyro compass

main body
Yearly
Check Responsible Records
Bridge Log Book,
Service Compass Deviation
The gyro compass (service) as per maker’s
Contractor, Book, and a copy
instructions
Master of the service
report

[Link].3 GNSS compass

The GNSS compass is a non-magnetic transmitting heading device able to provide heading data
to AIS, RADAR and ECDIS. The GNSS compass is required on ships navigating in Polar waters
at latitudes above 80o. The compass works with GNSS satellites, so accuracy depends upon
availability and a clear viewing line between satellites and the compass antenna.
OOW:
 Check the status of satellite acquisition and their DOP values prior to using the
information provided by the satellite compass.
 Switch on the satellite compass in advance of the time it is required to be used for
navigation to ensure it is ready.

The satellite compass is required to have an inbuilt battery for power supply
in addition to external power supply. Battery life usually depends upon usage
but, in most equipment, the system gives a warning when the battery is
unable to provide the required voltage. The battery must be replaced by a
CAUTION qualified technician at the earliest opportunity.

[Link] VHF / DSC Transceivers

According to SOLAS Ch. IV, Reg. 7, every ship shall be provided with:
 A VHF radio installation capable of transmitting and receiving:
o DSC on VHF channel 70. It shall be possible to initiate the transmission of
distress alerts on ch. 70 from the position from which the ship is normally
navigated, and
o radiotelephony on VHF channel 6, channel 13 and channel 16.
 A radio installation capable of maintaining a continuous DSC watch on VHF channel 70.

[Link].1 Marine VHF

[Link].1.1 Range of VHF

Due to the propagation conditions of VHF, that part of the radio wave emitted from the transmitter
only follows the curvature of the earths’ surface for a limited distance. Range of VHF is, therefore,
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considered as “short” and dependent on the combined height of the transmitting and receiving
antennas. The VHF offers a communication range between ships of up to 11 nautical miles and
between ship and shore of about 27 nautical miles.

[Link].1.2 Major Parts of VHF Equipment

The VHF equipment is made up of 3 major parts:
 The power supply
 The transceiver
 The antenna or aerial.
Each part is independent of the other; a fault in any of the parts will not allow the VHF to function
correctly.
The power to operate the VHF may be supplied by the ship’s main or from an independent
battery.
The transmitter and receiver are combined into a single unit commonly referred as the
Transceiver. Transceiver controls are:
 On/Off and Volume Control, used to turn the equipment on or off, and to adjust the level of
signals coming from the loudspeaker.
 Squelch Control, allows the operator to stop the constant, annoying, internally generated,
background noise from the receiver in the absence of an incoming signal.
 Channel Selector, used to select the channel on which transmission or reception is
required.
 Dual Watch (DW), permits the operator to keep a listening watch on a working channel
and channel 16.
 Scan, offers the operator the choice of scanning all or selected marine VHF channels.
 Power Selector, varies the power of the transmitted signal from 25W (high) to 1W (low).
 International / USA Control, permits communication with stations in the USA which do not
conform to the international VHF channel plan. It is important that this control is kept in the
“International” position at all times, unless in the coastal waters of USA.
The antenna for a marine VHF transceiver must be mounted as high as possible, preferably at the
top of a mast, in order to give greater range.

[Link].1.3 Operating Procedures

All VHF communications are prioritized as follows:
1. Distress calls, messages and traffic are broadcast to all stations on distress channels.
2. Urgency calls, messages and traffic may be broadcast to all stations or transmitted to an
individual station on channels allocated for distress communications or on a working
channel if the message is of an urgent medical request or repetition of an overdue ship
report.
3. Safety calls and messages may be broadcast to all stations or transmitted to an
individual station. The safety message will always be transmitted on a working channel.
An acknowledgement is not expected for a safety broadcast.
4. General or Routine communications will always be transmitted to an individual station on
a working channel.
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A ship radio station and the service it provides are placed under the authority
of the Master.
WARNING

OOW:
 Keep the VHF calls as brief as possible. Avoid non-essential remarks, bad language and
unnecessary conversations.

All VHF distress, urgency and safety calls and messages should be spoken
slowly and clearly. Use the phonetic alphabet and figure if necessary. Use of
IMO standard marine vocabulary in case of language difficulties.
CAUTION

 Use the VHF channels only for the purpose for which they have been assigned, e.g.,
channels authorized for calling are not used as working channels or channels authorized
for calling coast stations are not used for calling ship stations.

Whilst at sea, all ships must maintain a continuous watch on VHF DSC and a
listening watch on VHF ch. 16, ready to render assistance to ships in
distress.
CAUTION

 Listen for a period long enough, prior making a VHF call, as to be satisfied that harmful
interference will not be caused to communications already in place.
 Test the VHF transmission on a working channel at least once per watch, if possible.
Avoid the test transmission on distress, urgency or safety channels.
 Keep a record on GMDSS Log Book of all distress, urgency and safety alerts and
messages transmitted or received. Particulars should include the station((s) with which the
messages were exchanged, the channels used and the date/times of the transmission and
reception.

Mark all the VHF DSC units not connected to VDR (NOT CONNECTED TO
VDR).
OOW: Be aware about this fact and restrict their use only to general / routine
CAUTION communication.
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[Link].1.4 VHF and Collision Avoidance at Sea

The managed ships must follow the COLREGs (Rule 5 – Lookout) and maintain look out by all
available means, including listening to VHF. They must also evaluate the risk of Collison or of a
developing Close Quarter situation in accordance with COLREGs (Rule 7 Risk of Collision).
Reliance upon VHF radio communication between ships for the purpose of collision avoidance,
particularly when in close proximity of other shipping may lead to unpleasant situations (e.g.,
collision). Some of the identified dangers are:
 Over reliance on VHF for extended periods proving to be a distraction and resulting in the
loss of valuable time that should have been better utilized to take more timely and
appropriate action for purposes of collision avoidance.
 English not being the first language where the potential for VHF assisted collision is
enhanced through misunderstanding of the message and/or the difficulty or delay in
interpretation of VHF communications.
 The risk of collision being further amplified when collision avoidance action agreed over
VHF is in contravention of the COLREGS or other local regulations, the VHF
communication providing a false sense of security that a developing situation is under
control.
 Over reliance on VHF for collision avoidance causing breakdown in effective bridge team
management, the bridge team assuming that the other ship may take appropriate action,
once again providing a false sense of security.
 On occasions, AIS signal / identifiers can jump between ships, particularly when
navigating in close proximity of busy shipping lanes, VHF communication could
consequently be based on scanty information and enhance the risk of collision, particularly
in the hours of darkness.

All managed ships must, at all times, be navigating and taking action to avoid
collision in accordance with the COLREGs and VHF must not be relied upon
for collision avoidance purposes.
WARNING

[Link].1.5 VHF Operating Channels

Common Channels
Communication with Purpose
Channel MHz
Ch. 77 156.875 Ship stations General or routine communications
Limited coast and ship
Ch. 73 156.675 Calling and working
stations
Ch. 72 156.625 Ship stations Calling and working
Limited coast and ship
Ch. 71 156.575 Calling and working
stations
Ch. 70 156.525 All stations DSC distress, urgency, safety and
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routine alerting
Distress, urgency and safety calling
Ch. 67 156.375 All stations
(supp. to Channel 16)
International radiotelephony distress,
Ch. 16 156.800 All stations
urgency, safety and calling channel
Intership Maritime Safety Information.
Limited coast and ship May be used by port authorities for
Ch. 13 156.650
stations ship harbor movements
communications
Co-ordinated Search and Rescue
(SAR). May be used by port authorities
Ch. 6 156.300 Ship and aircraft
for tug to ship berthing
communications

[Link].1.6 Distress Calling Procedures

The distress priority call and message may only be sent on the authority of the ship’s Master. The
channel 16 is the International Marine VHF channel for radiotelephony distress communication,
and VHF channel 67 is supplementary to channel 16.

All the OOW must be qualified for distress and safety radio communication
purposes (including VHF DSC) to the satisfaction of the Flag Administration.
The Master must assign an OOW (qualified GMDSS operator) as responsible
CAUTION for radio communications during distress incidents.

OOW:
 Give priority to transmitting a DSC Distress Alert on VHF channel 70, followed by the
distress call and message by voice on VHF channel 16.
 Use the word MAYDAY to announce a distress signal. The transmission of the distress
signal indicates that the ship, or persons onboard that ship, are in GRAVE and IMMINENT
DANGER and require immediate assistance.
 Broadcast the distress call and message to ALL STATIONS in the simplex mode of
transmission.
 Repeat the distress call and message as often as necessary until an answer is received.
 Use any available channel to attract attention, if no answer is received on distress
channels.

Note

VHF marine frequencies are arranged in a channelized format. Channels are designated as
either:
 Simplex, operating method in which transmission is made possible alternatively in each
direction of a telecommunication channel, for example by means of manual switching.
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 Duplex, operating method in which transmission is possible simultaneously in both

directions of a telecommunication channel.

[Link].1.7 Distress Alert Message

The VHF Distress Alert is consisted of:
 A Distress Call, followed by:
o The distress signal MAYDAY, spoken 3 times
o The word THIS IS
o The name and any other identity (e.g., MMSI) of the ship in distress, spoken 3
times.
 A Distress Message, followed by:
o The distress signal MAYDAY
o The name and any other identity (e.g., MMSI) of the ship in distress
o Particulars of ship’s position
o The nature of distress and the kind of assistance required
o Any other information which may facilitate rescue
o The word OVER.

Note
The distress position information should be given by latitude and longitude, or true bearing and
distance from a known geographical point, or a precise geographical location. Where latitude and
longitude are not used, care must be taken to ensure that the position given cannot confused with
any other place or geographical point.

[Link].2 Distress Traffic

All managed ships are obliged to accept distress calls and provide priority to them over all other
communications. The distress acknowledgement may only be sent on the authority of the Master.
Master / OOW:
 Acknowledge receipt of a distress message from another ship, which is beyond any
possible doubt, in close vicinity. However, in areas where reliable communication with a
coast station is practicable, defer this acknowledgement for a short interval (i.e., 5
minutes) to allow the coast station to acknowledge receipt.
 Defer the acknowledgement of the distress message, if the ship in distress is not in the
vicinity, to allow ships nearer to the distressed ship acknowledge without interference.
 Avoid to acknowledge the distress message, when the ship in distress is a long distance
away, unless this distress message has not been acknowledged by any other station for a
significant time period (i.e., 15 minutes).
 Acknowledge the call and then take steps to attract the attention of a coast station or ships
which may be able to assist, when the distress message has not been acknowledged by
other stations and you are not in position to provide assistance.
 Continue to monitor the traffic until such time that it is obvious assistance is being
provided.
 Do not use any channel which is being used for distress traffic, when not necessary.
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 Resume normal radio service, while continuing to monitor the situation, when distress
traffic is well established and on the conditions that distress traffic channels are not used
and no interference is caused to distress traffic.

The control of distress traffic is the responsibility of the ship in distress;

however, this station may delegate the control of distress traffic to another
ship, or coast station. The station in control of distress traffic may impose
CAUTION silence on any or all stations interfering with the distress traffic.

[Link].3 Acknowledge of Receipt of a Distress Message

Acknowledgement of receipt of a distress message must be made in the following way:
 The distress signal MAYDAY
 The name and any other identity of the station sending the distress message, spoken 3
times
 The word THIS IS
 The name and any other identity of the station acknowledging receipt, spoken 3 times
 The word RECEIVED
 The distress signal MAYDAY
 The word OVER.
As soon as possible after this acknowledgement the following information must be transmitted:
 Position
 Speed at which the ship is proceeding
 The approximate time of arrival at the distress scene.

[Link].4 The Urgency Signal

The urgency message consists of the words PAN PAN and indicates that an urgent message is to
be transmitted concerning the safety of the ship or person. The urgency message may only be
sent on the authority of the Master.
OOW:
 Broadcast the urgency signal to all stations on channel 16 or to an individual station on a
working channel after the announcement on channel 16.

The urgency signal must be used to precede a message concerning a man

overboard where urgent assistance is required to locate the person.
CAUTION

 Request an acknowledgement for the reception of such message.

 Cancel the urgency situation when finalized.
 The Urgency Call format is as follows:
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o The urgency signal PAN PAN, spoken 3 times

o The name of the station that the urgency message is addressed to, spoken 3
times
o The word THIS IS
o The name and any other identity (e.g., MMSI) of the ship in urgency, spoken 3
times
o The urgency messages
o The word OVER.


Note
The urgency signal may be used for requesting medical advice or assistance.

[Link].5 The Safety Signal

The safety signal consists of the word SECURITE and indicates that a message concerning an
important navigational or weather warning is to be broadcast. It has priority over all other
messages except distress and urgency.
OOW: Announce the safety warning on VHF ch. 16 and broadcast the safety message on a
working channel. Acknowledgement of the message is not required. The Safety Call format is as
follows:
 The urgency signal SECURITE (pronounced SAY-CURE-E-TAY), spoken 3 times
 The name of the station that the urgency message is addressed to, spoken 3 times (i.e.,
All Stations)
 The word THIS IS
 The name of the calling station, spoken 3 times
 The safety alert and the working channel (i.e., Navigational warning listen on channel 13).

[Link].6 VHF Digital Selective Calling (DSC)

The VHF DSC operates at channel 70. The DSC is used as a means of establishing initial contact
between stations. Following an alert by DSC message, communications must be established
between the transmitting station and the receiving station(s) by radiotelephony on VHF channel
16.
The VHF DSC offers a single-button distress facility and automated watch keeping.

[Link].7 DSC Alert Formats

The VHF DSC system provides the following types of alerts:
 Distress alerts - implicitly addressed to All Stations
 Distress alert acknowledgement - normally transmitted by coast stations or limited coast
stations only. May be used by ship stations under specific circumstances
 Distress alert relay - normally transmitted by coast stations or limited coast stations only.
May be used by ship stations under specific circumstances
 All stations - used to alert all stations that a distress. urgency or safety alert about to follow
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 Selective or single station - used to alert an individual station that an urgency, safety or
routine alert is to follow.

[Link].8 DSC Alert Information

The VHF DSC alert contains the following information as digitized data:
 The identity of the calling station (MMSI)
 The station being called (a specific station or all stations)
 The priority of the alert (distress, urgency, safety or routine)
 The position of the calling station and an indication of when the position was last updated.

OOW: Check the GNSS feeds (position and position last update) on the VHF
DSC unit(s) at least once per watch. Update the position manually, if
necessary.
CAUTION

Note
The VHF DSC facility will provide a warning to indicate that the position input requires updating,
when the position feed from GNSS is lost for 4 hours.

[Link].9 VHF DSC Distress Alert

The VHF DSC Distress Alert may only be sent on the authority of the Master. The VHF DSC alert
indicates that the ship or the persons onboard is in grave and danger and requests immediate
assistance.
Master / OOW:
 Transmit a VHF DSC distress alert by:
o A dedicated Distress Alert Button. Press and hold the Distress Button for a
certain time period (about 4 seconds), or
o Editing of the Distress Alert Menu. If time permits, enter the nature of distress
and then press and hold the Distress Alert Button for a certain time period
(about 4 seconds), or
o Selection of the distress priority from a standard menu, if provided.
 Wait for acknowledgement.
 Broadcast a distress call and message on VHF channel 16 (see paragraphs [Link].1.6
and [Link].1.7).

[Link].9.1 Cancellation of an Inadvertent DSC Distress Alert

Master / OOW: In the event of an accidental transmission of a DSC distress alert, then
immediately:
 Switch off the VHF transceiver (this will block any transmission repeats of the DSC alert
which would continue until an acknowledgement is received).
 Switch on the VHF transceiver and select channel 16.
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 Broadcast an “All stations” call, indicating the ship’s name, MMSI and an expression of
distress alert cancellation (i.e., Please cancel my distress alert, followed by the time in
UTC).

[Link].9.2 Repetition of Distress Alert

The acknowledgement of a VHF distress alert should be anticipated from a coast station.
However, if an acknowledgement is not received for the DSC distress alert, then it will
automatically be repeated at approximately 4-minute intervals for 5 transmissions.

[Link].9.3 Acknowledgement of a VHF DSC Distress Alert

Master / OOW: Upon receipt of a distress alert:
 Cease all transmission capable of interfering with distress communications.
 Take note of the contents and immediately listen on channel 16 for any radiotelephony
MAYDAY traffic that should follow.
 Acknowledge the DSC distress alert by the DSC function and then commence distress
traffic via radiotelephony on VHF channel 16, when:
o The ship is able to assist
o Mayday traffic has not been heard on channel 16 within 5 minutes
o No other stations have been heard communicating with the ship in distress
o The DSC distress alert is repeated.

OOW: Keep records on GMDSS Log Book of all distress, urgency and safety
communication transmitted or received.
CAUTION
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[Link].10 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify VHF / DSC proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The operational condition of all available
VHF DSC unit(s) Bridge Log Book, form
OOW
 The monitoring of appropriate VHF DSC N 006
channels
Daily
Check Responsible Records
 The internal connections, the transmitting
output power and the device display Bridge Log Book, form
GMDSS Officer
 The functioning of the DSC system N 020 and GMDSS Log
without transmitting any signal and using Book
the build-in test facility
Weekly
Check Responsible Records
 A DSC call between the 2 sets of VHF. To
do this, a selective call to the duplicate set
on your ship can be made (preferably
using the lower power setting). After
GMDSS Officer Bridge Log Book,
making sure that the automatic
GMDSS Log Book
acknowledgement function is enabled,
both sets can be tested with a single call
 The VHF antennas for signs of damage
and loose mountings
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The operational condition of all available
VHF DSC unit(s) Bridge Log Book and
OOW form N 018 or N 017
 The monitoring of appropriate VHF DSC
channels
Yearly
Check Responsible Records
Bridge Log Book,
Service GMDSS Log Book and
The VHF DSC (annual survey) as per maker’s
Contractor, a copy of the service
instructions
Master report
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5-Yearly
Check Responsible Records
Bridge Log Book,
GMDSS Log Book,
Service
The VHF DSC (detailed survey) as per maker’s Ship's Radio Certificate
Contractor,
instructions endorsement and a
Master
copy of the service
report

All managed ships are in possess of a shore-based maintenance agreement /

certificate, to fulfil the maintenance requirements of GMDSS radio equipment.
CAUTION

[Link] Daylight Signaling Lamp

According to SOLAS Ch. V Reg.19, all ships more than 150 gt must be fitted with a daylight
signaling lamp, or other means to communicate by light during day and night using an energy
source of electrical power not solely dependent upon the ship’s power supply.
OOW:
 Use the daylight signaling lamp (ALDIS) to attract the attention of other ships when their
intentions are unclear, in accordance with COLREGs.
 Keep the ALDIS lamp always available for immediate use.
 Be familiar with ALDIS lamp use.
 Ensure availability of spare bulbs
 Test the equipment and its backup power supply regularly.

The daylight signaling lamp must be provided with at least 3 spare illuminants
(bulbs) complying with the type-tested illuminant.
CAUTION

The daylight signaling lamps (ALDIS) shall:

 Be able to emit light signals, by day and with an atmospheric transmission of 0.8, with
visibility at least 2 nautical miles, equaling a required luminous intensity of 60,000 cd.
 Be capable of being operated by personnel wearing gloves.
 Not be solely dependent upon the ship's main or emergency sources of electrical energy.
It must be provided with a portable battery with a complete weight of not more than 7.5 kg,
with sufficient capacity to operate the ALDIS for a period of not less than 2 hours.
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[Link].1 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify the ALDIS proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 Visually the condition of ALDIS
OOW Bridge Log Book, form N 006
 The operational condition ALDIS
Daily (at noon)
Check Responsible Records
The operational condition of ALDIS with
OOW Bridge Log Book, form N 020
battery use
Weekly
Check Responsible Records
 The ALDIS performance (wattage) as
per maker’s instructions C/E, ETO
Bridge Log Book
 Three spare bulbs, complying with
maker’s instructions, are available
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 Visually the condition of ALDIS
 The operational condition of ALDIS Bridge Log Book and
OOW form N 018 or N 017
with the use of main power and
battery supply.

[Link] Sound Signaling Equipment

According to COLREG Rule 33 “Equipment for Sound Signal” all ships of 100 m or more shall be
provided with a whistle, a bell and a gong. The bell of gong or both may be replaced by other
equipment having the same respective sound characteristics, provided that manual sounding of
the prescribed signals shall always be possible.

If the onboard whistles are fitted at a distance apart of more than 100 meters,
it shall be so arranged that they are not sounded simultaneously.
CAUTION

OOW:
 Use the sound signaling equipment to attract the attention of other ships when their
intentions are unclear, in accordance with COLREGs.
 Use the sound signaling equipment during restricted visibility, in accordance to COLREGs
(see form N 012).
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 Ensure that the sound signaling equipment are ready for immediate use.
 Be familiar with sound signaling equipment use.
 Check the equipment regularly.
 Drain the moisture from air supplied whistle systems regularly.


Note
The managed ships with a totally enclosed bridge are fitted with a sound reception system to
enable the OOW to hear sound signals from other ships and determine their intention.

[Link].1 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify Sound Signalling equipment proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
Sound signaling equipment readiness OOW Bridge Log Book, form N 006
Daily (at noon)
Check Responsible Records
 The operational condition of whistle(s)
OOW Bridge Log Book, form N 020
 The condition of bell and gong
Weekly
Check Responsible Records
Drain the moisture from air supplied whistle OOW
Bridge Log Book
systems
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 Sound signaling equipment readiness Bridge Log Book and
OOW form N 018 or N 017
 The condition of bell and gong

[Link] International Code of Signals (ICS)

The ICS is an international system of signals and codes for use by ships to communicate
important messages regarding safety of navigation and related matters. Signals can be sent
by flag hoist, daylight signalling lamp, sound signalling equipment, radiotelegraphy, and
radiotelephony.
OOW:
 Be familiar with the international system of signals and codes.
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 Use the signals and code with caution, when necessary (e.g., restricted visibility).

[Link] General Alarm System

According to SOLAS Chapter III, Reg. 6 all ships must be provided with a general alarm system,
used to warn personnel onboard about emergencies requiring them to proceed to muster stations
and to initiate the actions included in the muster list.
The general alarm on the ship is recognized as 7 short ringing of the bell or whistle followed by a
long blast, and its activation point is located in the bridge.
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All Crew: When the general alarm is sounded:

 Proceed to designated muster stations
 Listen to the Public Address (PA) announcement for the type of the emergency
 Take corrective action to tackle the situation as per muster plan.
OOW:
 Ensure that general alarm is readily available
 Be familiar with general alarm signals.

OOW: In emergencies, with no time for conventional communication with

the Master, ring the General Alarm 3 short blasts for assistance.
WARNING

[Link].1 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify General Alarm System proper performance:

Daily (at noon)

Check Responsible Records
The operational condition of general alarm in
OOW Bridge Log Book, form N 020
manual and auto mode.

[Link].2 Public Address System (PA)

The public address system is consisting of a loudspeaker installation which enables simultaneous
broadcast of messages from the bridge, and at least one other location onboard for use when the
bridge has been rendered unavailable due to the emergency, to all spaces where crew members
and/or passengers are normally present and to muster stations. The controls of the system on the
bridge are interrupting any broadcast on the system from any other location onboard.
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In addition to any function provided for routine use onboard the ship, the system has a clearly
indicated emergency function, protected against unauthorized use.
The public address system is working by the main source of electrical power, the emergency
source of electrical power and batteries.
OOW:
 Ensure that the system is always readily available for use.
 Be familiar with the systems use.

[Link].3 Periodic Checks and Performance Tests

Carry out the following checks and tests to verify Public Address System proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
The system is readily available OOW Bridge Log Book, form N 006
Daily (at noon)
Check Responsible Records
The condition of public address system OOW Bridge Log Book, form N 020

[Link] Integrated Bridge Systems (IBS)

The IBS combines the information from various sources (e.g., ECDIS, RADAR, GNSS etc.) into a
single conning screen and workstation, without further analysis.
An Integrated Navigation System (INS) is a system that analyses the incoming data for
presentation to the OOW as to enhance situational awareness.
OOW:
 Ensure a full understanding of the system’s limitations and capabilities.
 Be aware of the actions required in the event of the failure of any component of an
integrated system.

[Link].1 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify Integrated Bridge System proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
The operational condition of the integrated
OOW Bridge Log Book, form N 006
bridge system
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[Link] Course Recorder

The course recorder is a graphic record keeping device which can record all gyro courses steered
by the ship throughout the voyage. It has a built-in clock which keeps time accurately. The course
recorder is fitted on the bridge and its records can be used during incident investigation.
The course recorder receives feeds from:
 Gyro compass repeater
 A clock.
The feeds are properly recorded on the system’s printing paper, as to be able to read the course
steered to the nearest degree at a specific time at UTC.

The course recorder must be always operational when ship is underway,

adrift or at anchor.
CAUTION

[Link].1 Markings on the Course Recorder Paper

OOW: Ensure that the following are properly recorded in the course recorder paper, followed by
signature and initials:
 The date, time and place of switching on / off the course recorder paper
 Before the start of the voyage, the date, time voyage commenced, the voyage number,
and the port of departure
 Every noon the ships position should be written on the paper
 During port arrival and departure, the times of pilot boarding and departure times
 Any alterations of course at sea and time of alterations
 Any error noted between the recorder clock and the correct UTC.

Maintain the recording papers of course recorder onboard for a period of not
less than 2 years.
CAUTION

[Link].2 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify course recorder’s proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 System records correct course as
compared to gyro and recorder is keeping Bridge Log Book, form N
OOW
the correct time 006
 The paper feed and the adequate recording
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Keep a spare quantity of recording papers (minimum 6) and pens or

cartridges (minimum 6) onboard for course recorder printer’s use.
CAUTION

[Link] Marine Barometer

Barometer is an instrument used to measure the atmospheric pressure. It denotes the
atmospheric pressure in millibars or hecto-pascals (where 1 millibar = 1 hecto-pascal). The
managed ships are equipped with Aneroid Barometer, which means “without water”.
The marine barometer must be positioned inside the bridge, however:
 Away from undue vibrations or sudden jerks
 Away from air drafts
 Away from places liable to experience abnormal or change of temperature
 As close as possible to the center line of the ship
 At the eye level for ease observation.

[Link].1 Barometric Tendency

A 3 hourly reading of the barometer gives the barometric tendency, and by the continuous
observation of the barometric tendency the OOWs can make out or predict the upcoming weather
in the surrounding areas on nearby areas in which he has to navigate his ship.
There may be 3 types of changes in barometric tendency / pressure:
 Decreasing pressure, movement of the needle in an anti-clockwise direction suggests
deteriorating weather, associated with a LOW or “cyclonic” pressure system.
 Increasing pressure, movement of the needle in a clockwise direction suggests
improving weather, associated with a HIGH or “anti-cyclonic” pressure system.
 Steady pressure, typical of extended fine weather periods, suggests more of the same.
OOW:
 Check the barometric pressure prior receiving the watch and align the reference pointer
with the dial pointer. The barometer is fitted with a separate reference pointer directly
above the dial pointer, which is moved using a knurled knob in the center of the dial.
 Check the position of the dial pointer in comparison with the reference pointer every hour.
 Tap the face of barometer lightly to release any sticky levers or pointers, during
observation.
 Record the barometric observation every 4 hours at the Bridge Log Book.
 Call Master immediately, when significant drop of barometric pressure is noted.

[Link].2 Errors Affecting the Barometer Readings

Index Error - This error is mainly contributed by the mechanical parts of the barometer, like
tension of the spring, connections between levers, etc. The error can be negative or positive and
must be checked once in 3 months. The check / calibration must be done by a qualified service
contractor, onboard with accurate barometer for comparison. The index error must be entered on
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a card posted next to barometer. If the error is large, adjust or reduce it by the adjustment screw
provided at the back of the instrument.
Height Error - Atmospheric pressure recorded in various Log Books must be the one for the sea
level at that place. However atmospheric pressure falls with the increase of height, so the reading
observed on a ship’s bridge must be corrected for the height of the bridge (more specifically, the
barometer) above sea level. Near the sea level atmospheric pressure falls at a rate of 1 millibar
for every 10 meters increase of height.
Hence, calculate the correction to be applied / added to the observed reading, by:

Correction in millibars = Height above sea level ÷ 10

[Link].3 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify marine barometer’s proper performance:

Every Hour
Check Responsible Records
The position of dial pointer in comparison with OOW N/A
reference pointer
Every Watch (at least every 4 hours)
Check Responsible Records
 Align the dial pointer with the reference OOW Bridge Log Book, form N
pointer prior watch handover 006
 Evaluate the barometric tendency and
record the barometric pressure at the
end of the watch
3-Monthly
Check Responsible Records
Index error calibration Qualified Index error card renewal
Service and a copy of the service
Provider report
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[Link] Weather Facsimile

The radio-facsimile stations, transmission frequencies and times, as well as

weather map areas are included in the Admiralty ADRS publication Volume 3
(NP283) “Maritime Safety Information Services (Parts 1 and 2)”.
CAUTION

Facsimile (fax) is a device used to receive weather reports. Each managed ship is provided with a
weather fax receiver with a printing facility enabling weather patterns showing barometric high
pressures, low pressures, pressure gradients, wind speed and direction, ice data and temperature
to be printed at regular intervals.

OOW:
 Ensure that weather facsimile is properly tuned to receive weather reports according to
ship’s location and planned route.
 Review the passage plan form.

Keep a spare quantity of paper rolls (minimum 6) and thermal cartridges

(minimum 3) onboard for weather facsimile printer’s use.
CAUTION

[Link].1 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify weather facsimile proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The weather facsimile working condition.
 The printer (paper availability and printouts
quality) Bridge Log Book and
OOW
 The weather facsimile frequencies, according form N 006
to ship’s position and intendent route
(passage plan)
Daily (at noon time)
Check Responsible Records
Self-test of weather facsimile, including printer’s OOW Bridge Log Book and
test form N 020

[Link] Rudder Angle Indicator

The Rudder Angle Indicator is a device, separate to the steering system, used to indicate the
present position of the rudder blade. The indicator is fitted in the wheelhouse (two independent
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systems, a console and bulkhead / sailing mounted type), bridge wings, engine control room and
at the emergency steering position in the steering gear room.

Beyond 35o rudder, efficiency is reduced due to formation of eddies on the

back of rudder as the flow is no longer streamlined (i.e., stalled condition).
CAUTION

OOW:
 Test the rudder angle indicators at regular intervals:
o Set the rudder amidships and check that the indicator displays 0 o. Adjust the
zero lever until it is centered at 0o when necessary.
o Set the rudder at an angle port and starboard and check that the indicator is
following the order.
 Check that the devices indications are apparent and dimmers are working properly.

[Link].1 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify rudder angle indicators’ proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The rudder angle indicators’ condition
at wheelhouse and bridge wings area.
The indicators’ display (0o) when the
Bridge Log Book and form
rudder is set amidships (manual OOW
N 006
steering) and the indicators’ response
to rudders angle (port & stbd)
 The indications are apparent (dimmer)
Daily (at noon time)
Check Responsible Records
 The rudder angle indicators’ condition
at all available positions. The
indicators’ display (0o) when the rudder
OOW Bridge Log Book and
is set amidships (manual steering) and
form N 020
the indicators’ response to rudders
angle (port & stbd)
 The indications are apparent (dimmer)
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The rudder angle indicators’ condition OOW Bridge Log Book and
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at all available positions. The

indicators’ display (0o) when the rudder
is set amidships (manual steering) and
form N 018 or N 017
the indicators’ response to rudders
angle (port & stbd)
 The indications are apparent (dimmer)

[Link] Anemometer
An anemometer is an equipment which measures both wind speed and wind direction,
simultaneously. This equipment shows on display the relative direction and relative speed of wind
flowing above a travelling ship. The anemometer is located at wheelhouse and at CCR.
Wind direction refers to the true wind blowing across the water/ship. A north wind blows from the
north, toward the south.
Apparent wind is the wind we actually feel or the ship feels when moving. It is a combination of
the true wind and the effective wind created by ship’s motion. If ship’s speed is zero, the apparent
wind is the same as the true wind. The apparent wind is described by the apparent wind speed
and the apparent wind angle.
Apparent wind angle is the direction of the apparent wind relative to the head of the ship, usually
listed as port or starboard. It varies from 0° (wind on the bow), through 90° (wind on the beam),
on around to 180° (wind on the stern). The apparent wind angle is always smaller (forward of) the
true wind. The faster you go, the more the apparent wind moves forward on the ship. The
apparent wind is the actual wind you feel on your face.
Apparent wind speed is the speed of the wind in knots, measured from ship. It is a combination
of the true wind speed and the effective wind created by ships motion.
OOW:
 Check that anemometer is working properly.
 Check that the device indication is apparent and dimmer is working properly.
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[Link].1 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify anemometer’s proper performance:
Every Watch (at least every 4 hours)
Check Responsible Records
 The anemometer’s condition at wheelhouse.
 The indication is corresponding to prevailing Bridge Log Book and
OOW
apparent wind form N 006
 The indication is apparent (dimmer)
Daily (at noon time)
Check Responsible Records
 The anemometers’ condition at wheelhouse
and CCR.
OOW Bridge Log Book and
 The indications are corresponding to the
form N 020
prevailing apparent wind
 The indications are apparent (dimmer)

[Link] Engine Telegraph

The engine telegraph is used as a communicating device to transfer orders of change in speed or
direction from the bridge to the ECR. It consists of a lever which can be moved over different
speed positions for ahead and astern direction.
The managed ships with automation and controls are equipped with remote controlled telegraph
device, directly connected with the engine controls. In case of automation failure, the telegraph
can work manually.
OOW:
 Be familiar with the use of engine telegraph on the wheelhouse.
 Ensure that the engine rpm are always in accordance to Master’s orders and/or passage
plan.
 Verify that the telegraph is always at the appropriate mode (stop, standby or at sea)
 Advise the C/E and the Officer in charge of engine watch, when the ship needs to
increase or reduce engine’s rpm.
 Monitor the engine load constantly in rough weather.
 Transfer control to engine room immediately, when remote control fails, and call Master.
 Move maneuvering handle to STOP position, when main engine stops due to emergency
shutdown or automatic shutdown system.
 Put the engine telegraph to STOP, in order to reset emergency shutdown. In case of an
automatic emergency shut down it must be borne in mind that main engine is
automatically shut down by fuel cut-off due to overspeed, low LO pressures, high
temperatures of thrust pad. For resetting an emergency shut down, the telegraph on the
bridge must be put into STOP position and Emergency Stop button should be pressed
back to reset it.
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OOW: Be familiar with the position and use of main engine “emergency shut
down” button.
CAUTION

 Cancel the Auto Emergency Slow Down Alarm to keep engine running, if necessary. The
auto “emergency slow down” alarm for the main engine functions similar to the auto
“emergency shut down” and thus same can be cancelled if required by the circumstances,
which keeps running the engine as per telegraph order and does not slow it down.
 Check always the “Start Air” indication prior making any change to the main engine
telegraph order. If there is an alarm “Imperfect Bridge Control Conditions”, it can be mostly
due to inappropriate position of start air main valve or auxiliary blower in any other position
other than AUTO or due to abnormal condition of bridge control air pressure.

OOW: Keep in mind while stopping and starting main engine that a limited
number of starts can be made with the charged air bottles for start air.
CAUTION

[Link].1 Telegraph Logger (Bell Logger)

The telegraph logger is a printer located in the wheelhouse, which records the given maneuver
commands from Bridge Telegraph unit as well as the responded commands from E/R Telegraph.
Each command is shown with a time stamp, clearly indicating what telegraph has been
represented.
OOW:
 Ensure the proper operation of Telegraph Logger.
 Ensure that main engine orders are properly recorded in the logger’s paper, at least once
per watch. Check that each command is shown with the correct time stamp in UTC.
 Sign the printouts prior leaving the watch.

Keep a spare quantity of paper rolls (minimum 12) and cartridges (minimum
6) onboard for telegraph logger’s use.
CAUTION

[Link].2 Bell Book

When the managed ship is not equipped with telegraph logger or when the telegraph logger is set
off for any reason, then the Master and the OOW must record all the main engine commands at
an authorized by the company bell book.
OOW:
 Use a separate bell book sheet for every day (record the date on sheet’s top).
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 Make the entry on the bell book as soon as a telegraph order is made. Record the time in
UTC and the order made (e.g., Slow Ahead – 56 rpm).
 Record the shaft revolution counter reading (e.g., 55 rpm), upon any new telegraph order.
 Record the noon position (latitude and longitude).
 Make an entry for any alarm, related to main engine control from bridge. Record the time
(start / stop) and the alarm description.
 Record any change to the telegraph’s mode (stop, standby, at sea).
 Sign the bell book, before going off watch, on the line following the last entry for the watch.
 Avoid alterations or erasures in the bell book. If a correction needed then draw through a
single line in the incorrect entry and record the correct entry on the following line. The
deleted entries must be initiated.
Master: Check the entries on daily basis and authorize them by signing the bell book after the
last entry.

Keep a spare quantity of 3, authorized by the Company, bell books.

CAUTION

[Link].3 Engine rpm Indicator

The engine rpm indicator measures the number of revolutions per minute and indicates the
revolution direction (ahead and astern). The indicator is fitted in the wheelhouse, bridge wings
and ECR.
OOW:
 Check the engine rpm indicators condition and performance at frequent intervals.
 Check that the device indications are apparent and dimmers are working properly.
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[Link].4 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify engine telegraph, telegraph logger and rpm indicator
proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The rpm corresponding to Master’s orders
 The telegraph is at the correct mode
 Any alarm in force, related to main engine use
 The telegraph’s logger condition
 The telegraph logger’s printouts
Bridge Log Book and
 The printouts time references correspond to OOW
form N 006
UTC
 The rpm indicator’s (at wheelhouse and bridge
wings) condition and accuracy
 The rpm indicators readouts (at wheelhouse
and bridge wings) are evident
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 The rpm corresponding to the Master’s orders
 The telegraph is at the correct mode
 Any alarm in force, related to main engine use
 The telegraph’s logger condition
 The telegraph logger’s printouts
Bridge Log Book and
 The printouts time references correspond to OOW
form N 018 or N 017
UTC
 The rpm indicator’s (at wheelhouse and bridge
wings) condition and accuracy
 The rpm indicators readouts (at wheelhouse
and bridge wings) are evident

[Link] Binocular
The common marine binoculars are 7 x 50, meaning 7x magnification, with lens of 50 mm
diameter. Larger sizes are not recommended as they are more unsteady when focusing and the
light-gathering ability of a bigger lens limits their night-time use.
OOW:
 Check the binoculars condition at frequent intervals. Keep them clean and replace them if
not working correctly.
 Define / mark one pair of binoculars for third party use (e.g., pilot).
 Ensure that a plentiful supply of binoculars is always available around the bridge.
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Keep 3 pairs of binoculars (7 x 50) around the bridge.

CAUTION

[Link].1 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify binoculars proper performance:
Every Watch (at least every 4 hours)
Check Responsible Records
The binoculars condition OOW Bridge Log Book and form N 006

[Link] Sextant
A sextant is used to measure the angle between 2 objects. Usually, these 2 objects are the
horizon and an astronomical body, such as the moon, sun, star or planetary body. Use these
measurements to calculate a ship's latitude. This type of use is known as Vertical Sextant Angle,
or VSA.
It can also be used to measure the angle between two objects on the shore of known position,
which, using trigonometry, can be used to calculate a ship's position on a map. Using the sextant
in this way is known as Horizontal Sextant Angle, or HSA.

Keep at least one sextant available, with a relevant calibration card supplied.

CAUTION

[Link].1 Use of Sextant

The sextant is designed around 2 mirrors, one of which is half-silvered, allowing some light to
pass through. When using the device, look through this mirror at the horizon. The other mirror is
attached to a movable arm and is aimed at a bright object, such as the moon or sun. When the
arm is moved to the correct position, you will see the moon or sun superimposed on the horizon.
You can then read the angle off the scale, which is accurate to within ten seconds of arc. Using
this angle, information from almanacs and an accurate clock, calculate your position on the map.
OOW:
 Be familiar with sextant use and hold it steady.
 Check for errors before every use, to get accurate readings from your marine sextant.
 Focus the telescope on the horizon the first time you use it and make a mark on the stem
so you can easily refocus next time should it get moved.
 Keep motion to a minimum, position yourself as closely as possible to ship centerline.
 Use the correct shades when observing the sun, as direct sunlight can damage your eyes.
 Take measurements on stars and planets around twilight.
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 Avoid night time measurements, as moon light can create a false impression of where the
horizon is.
 Use the sextant with care. When not using it, ensure that it is properly stored in its box.
 Keep the sextant away from direct sunlight and store it away from damp or extreme
temperatures as this can cause parts to shift, putting the instrument out of calibration.

[Link].2 Sextant Errors

The sextant errors are divided into 2 main categories:
 Adjustable errors that you can correct on the device.
o Perpendicularity error. If the index glass is not perpendicular to the plane of
the sextant, your readings will be inaccurate. Check for this by clamping the
index bar at the middle of its arc and holding the sextant horizontally. Then, with
the arc away from you, look obliquely into the index mirror so you can see the
graduated arc and its reflection. If the arc and its reflection appear continuous,
there is no error of perpendicularity. If there is a step, there is an error, and you
need to adjust the screw on the index mirror until the arc and its reflection
appear continuous.
o Side error. This occurs when the horizon mirror isn't perpendicular to the plane
of the instrument. To detect this, aim the instrument at the horizon and tilt your
head to right by 45o. If side error is present, the horizon won't appear continuous
in its reflection — there will be a step. To correct this, adjust the side error screw
until the horizon and its reflection appear in line. Next, return your head to an
upright position. If the side errors are eliminated, the horizon will remain in line
with its reflection. If not, you may need to correct for index error. You may need
to run through adjusting both several times before all errors are eliminated.
o Index error. If the horizon mirror is not parallel to the index mirror, this results in
index error. To check for this, set the index arm at 0 o and aim the instrument at
the horizon. When you look through, the reflection and image of the horizon
must be a straight line. If they aren't, adjust the micrometer drum until they are
and note the measurement it gives. This will give your index error. If the error is
on the arc, subtract this number from your readings, and if it's off the arc, you
should add it.
 Non-adjustable errors caused by manufacturing defects or mishandling. Non-adjustable
errors will be picked up during the calibration of instrument and will be shown on a
calibration card supplied with it, enabling you to add or subtract figures from readings you
take:
o Collimation error
o Centering error
o Graduation error
o Worm and rack errors
o Prismatic error
o Dip.
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[Link].3 Periodic Checks and Performance Tests

Carry out the following checks/tests to verify sextant proper performance:

Every Watch (at least every 4 hours)

Check Responsible Records
 The sextant condition
 When at open sea use sextant for OOW Bridge Log Book and form N 006
position verification

[Link] Marine Chronometers

A chronometer is a specialized clock designed to provide accurate time for celestial observations.
The precision timepiece is set into a wooden case to be protected from knocks and damp. The
chronometer is set to UTC and is not reset until the instrument is overhauled and cleaned.
OOW:
 Check the difference between UTC and chronometer time, directly from a radio time
signal. The radio time signal is broadcasted on 5 frequencies 2.5 MHz, 5 MHz, 10 MHz, 15
MHz and 20 MHz. The principal maintenance requirement must be regular at about the
same time each day.
 Apply any correction to chronometer readings.
 Maintain a chronometer log to keep track of chronometer error and chronometer rate (the
amount by which chronometer error changes in 1 day). An erratic rate indicates a
defective instrument requiring repair.
 Sent the marine chronometer to a repair shop for cleaning and overhaul every 5 years.

[Link].1 Time Zone

The local time is set according to the time in the country where the ship is; however, when the
ship sails between ports with different time zones, the Master must use the nautical time zone
system which is analogous to the terrestrial time zone system for use in high seas. Under the
system time changes are required for changes of longitude in one-hour steps. The one-hour step
corresponds to a time zone width of 15o longitude. Hence, the time zone can be calculated as
follows:

Time Zone = (Longitude ± 7.5o) ÷ 15o

+ for east longitudes / - for west longitudes

OOW:
 Check that the time zone is properly calculated.
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 Ensure that all ship’s clocks are adjusted to the correct time zone.

[Link].2

Periodic Checks and Performance Tests

Carry out the following checks/tests to verify marine chronometer proper performance:
Every Watch (at least every 4 hours)
Check Responsible Records
 The marine chronometer condition
Bridge Log Book and form
 The ship’s clocks adjusted to OOW
N 006
appropriate time zone
Daily (at same time)
Check Responsible Records
The marine chronometer accuracy, using the Bridge Log Book, form
OOW
radio time signal N 020 and Chronometer
Log
5-Yearly
Check Responsible Records
Cleaning and Overhauling Authorized Chronometer Log, copy of
Contractor the service report

7.2.4 Bridge Organization

An effective bridge team should manage all the available resources and promote good
communication and teamwork. This will allow the bridge team to plan and execute a berth-to-
berth passage, in compliance with the COLREGs and the watchkeeping requirements of the
STCW. An effective bridge team will be able to anticipate dangerous situations and respond to
emergencies.
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The primary goal of the Bridge Team is the elimination of “one person
errors”.
CAUTION

[Link] Bridge Team Roles and Responsibilities

Master:

You have the ultimate responsibility for the safe/efficient operation of the ship
and the overall command.
CAUTION

 Ensure proper arrangements for watchkeeping personnel in accordance with the

situations or the areas where the ship is sailing.
 Take into consideration any limitation in qualification or fitness of individuals when
deploying watchkeeping personnel. Organize the watchkeeping, ensuring that the bridge
team members are allowed sufficient rest periods.
 Ensure that watchkeeping arrangements are adequate for maintaining a safe navigational
or cargo watch.
 Be aware of the serious effects of operational or accidental pollution of the marine
environment and take all possible precautions to prevent such pollution, particularly within
the framework of relevant international and port regulations.
 Ensure that the watchkeeping personnel understand their individual roles, responsibility
and team roles.
 Do not assign the OOW with duties which would interfere with the safe navigation.
 Ensure that each OOW is sufficiently familiar with the ship's navigational equipment,
parameters to be used, maneuvering capabilities and all safety equipment and ready to
assume sole operational responsibility for the watch at sea.
 Ensure that communications within the bridge team are understood by every member.
 Ensure that all members of the bridge team are properly trained to handle any dangerous
situation, respond to emergencies and familiar with the SMS.
 Allow the OOW to be sole watchkeeper if the situation has been carefully assessed.
Assistance should be available immediately to assist the OOW if the situation changes.
 Ensure that there is a climate onboard that encourage challenges and assertiveness.
OOW: The Officers in charge of a nav. watch must be qualified in accordance with ch. A-II/1 and
IV (GMDSS) of STCW, appropriate to the duties related to navigational or deck watchkeeping.

You are the Master’s representative and is primarily responsible at all times
for the safe navigation of the ship and for complying with the COLREGs.
CAUTION
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 Maintain a proper watch, making the most effective use of the resources available, such
as information, installations/equipment and other personnel.
 Understand information and how to respond to information from each station/ installation/
equipment.
 Share information from the stations/installations/equipment with all bridge team members.
 Provide watchkeeping personnel with all appropriate instructions and information which
will ensure the keeping of a safe watch, including a proper lookout.
 Notify the Master without any hesitation when in any doubt as to what action to take in the
interest of safety. Despite of this, when in any doubt, do not hesitate to take immediate
action for the safety of the ship where circumstances so require.
 In no circumstances leave the bridge until properly relieved.
 Continue to be responsible for the safe navigation of the ship, despite the presence of the
Master on the bridge, until informed specifically that the Master has assumed that
responsibility and this is mutually understood.
 Check the ship’s position and speed at frequent intervals, using any available navigational
aids necessary, to ensure that the ship follows the planned course.
 Have full knowledge of the location and operation of all safety and navigational equipment
onboard and be aware and take account of the operating limitations of such equipment.
 Do not hesitate to use the helm, engines and sound signaling apparatus. However, timely
notice of intended variations of engine speed shall be given where possible or effective
use made of UMS engine controls provided on the bridge as per the applicable
procedures.
 Be familiar with the handling characteristics of their ship, including its stopping distances,
and should appreciate that other ships may have different handling characteristics.
 Keep a proper record during the watch of the movements and activities relating to the
navigation of the ship.
 Ensure that a good lookout is maintained at all times using all means available, including
but not limited to, visual, audible and electronic.
 Ensure that operational tests of shipboard navigational equipment are carried out in
accordance with company’s requirements, makers instructions and industry best practices.
These tests shall be properly recorded.
 Ensure that:
o The person steering the ship or the automatic pilot is steering the correct
course.
o The magnetic compass error is determined at least once a watch and, when
possible, after any major alteration of course.
o The standard and gyro-compasses are frequently compared and repeaters are
synchronized with their master compass.
o The automatic pilot is tested manually at least once a watch.
o The navigation and signal lights and other navigational equipment are
functioning properly. The radio equipment is functioning properly.
o The UMS controls, alarms and indicators are functioning properly.
 Comply at all times with the SOLAS requirements.
 Take into account the need to station a person to steer the ship and to put the steering
into manual control in good time to allow any potentially hazardous situation to be dealt
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with in a safe manner; and that with a ship under automatic steering, it is highly dangerous
to allow a situation to develop to the point where you are without assistance and have to
break the continuity of the lookout in order to take emergency action.
 Be thoroughly familiar with the use of all electronic navigational aids carried, including their
capabilities and limitations, and use each of these aids when appropriate.
 Use all available RADAR units whenever restricted visibility is encountered or expected
and at all times in congested waters, having due regard to their limitations. Whenever
RADAR is in use, select an appropriate range scale, observe the display carefully, and
ensure that plotting or systematic analysis (ARPA) is commenced in ample time.
 Comply with the Master’s written standing and daily orders.
 Comply with the SMS.
 Call for reinforcement of the watch whenever considered necessary.
Lookout: Maintain a proper lookout at all times in compliance with Rule 5 of the COLREGs.

The ratings forming part of navigational watch must meet the standard of
competence specified in section A-II/4 of STCW code.
CAUTION

 Maintain a continuous state of vigilance, by sight and hearing as well as by all other
available means, with regard to any significant change in the operating environment.
Report all sightings and/or sound signals to OOW (and pilot).
 Appraise the situation and the risk of collision, stranding and other dangers to navigation.
 Detect ships or aircraft in distress, shipwrecked persons, wrecks, debris and other
hazards.
 Be familiar with the Master’s Standing and Daily Orders.
 Be briefed by the OOW about what to expect during the watch, such as the current
navigational situation with regard to expected traffic, buoyage, weather, landfall, pilotage
and any other circumstance relevant to good watchkeeping.
 Be properly positioned so the night vision not to be affected.
 Trained to use basic functions of the RADAR.
 Not be occupied on activities that may impede the lookout.

The duties of the lookout and helmsperson are separate; the helmsperson
shall not be considered to be the lookout while steering.
WARNING

Helmsman:
 Acknowledge and execute steering instructions from the OOW.
 Advise the OOW of any steering concern.
 Maintain a steady course.
 Communicate to OOW, using navigational terms, the ship's heading and steering course.
 Repeat any verbal commands to demonstrate that the command is heard and understood.
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[Link] Composition of the Bridge Team

When considering the composition of the bridge team, including appropriately qualified ratings,
the Company takes into account the following factors:
 Visibility, sea state and weather conditions.
 Traffic density.

Heavy Traffic is considered to be present when 3 or more ships violate the

Company min. CPA Policy for the current navigating area.
CAUTION

 Activities taking place in the area in which the ship is navigating.

 Navigation in or near traffic separation schemes (TSSs) or other routing measures.
 Navigation in or near fixed and mobile installations.
 Proximity to navigational hazards.
 Ship operating requirements, activities and anticipated maneuvers.
 Ship's draught, the available depth of water and UKC.
 Operational status of bridge equipment including alarm systems.
 Whether manual or automatic steering is anticipated.
 Any demands on the navigational watch as a result of exceptional circumstances.
 Any other relevant standard, procedure or guidelines relating to watchkeeping
arrangements or the activities of the ship.
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[Link]

Bridge Watch Categories

Based on the number of the Officers participating, the bridge watch is divided into 3 categories as
follows:


Note
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If necessary, the C/O can replace the Master.

The Pilot is not to be considered part of the ship’s complement and shall not
assume any of the Bridge Watch organizational positions.
CAUTION

[Link].1 Bridge Watch Category I (BWC-I)

Apply BWC-I:
 During navigation at the open sea (ocean waters) with good visibility, under good weather
conditions, no high swell, no extraordinary strong current to disturb the effective steering
by the auto pilot.
 During normal coastal navigation without heavy traffic and minimum CPA from navigation
hazards 2 nautical miles or more.
 During anchor stay at good weather conditions.
The minimum watchkeeping requirements for BWC-I are as follows:
 One (1) OOW acting for the safe navigation of ship in compliance with Rules of
COLREGs.
 One (1) A/B or O/S properly certified as per A-II/4 of STCW, acting exclusively as look out.

OOW: When the bridge watch category changes from one defined level to
another, record the action in the Bridge Log Book with reference to the date,
time and ship’s position of the change.
CAUTION

[Link].2 Bridge Watch Category II (BWC-II)

Apply BW-II when prevailing circumstances require a considerable amount of organization and
cooperation among Bridge Team members, including the Master, in a manner that will enhance
the effectiveness of the watch. The BW-II is applied under risk situation concerns as follows:
 Severe weather conditions, high seas.
 Narrow margins at navigation safe maneuvering ability requiring careful track
maintenance.
 CPA from navigation hazards less than 2 n. miles.
 Heavy traffic and navigation activities requiring experience and expertise of a Senior deck
Officer (Chief Officer) and/or the Master.
 Shallow waters, significant reduced UKC (e.g., less than 4 meters)
 Combination of above factors.
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The minimum watchkeeping requirements for BWC-II are as follows:

 The Master or the C/O have the conn, acting to control movement of the ship in
accordance with the COLREGs and recommended traffic schemes, regulate the course
and speed, supervise the safe navigation, and coordinate and supervise the overall watch
organization.
 One (1) OOW acting for the safe navigation of the ship in compliance with Rules of
COLREGs and ship reporting relevant information to the Master or to C/O, ensuring that
such information is acknowledged.
 One (1) Able Seaman (A/B) as helmsman.
 One (1) A/B or O/S properly certified as per A-II/4 of STCW, acting exclusively as look out.
 The engine room to be manned at per Master’s discretion and always in accordance with
Manning Matrix of paragraph [Link].

Note
Conn – the person giving the orders for the navigational control of the ship.

OOW:
 Ensure the safety of navigation, following a proper navigation plan to avoid any kind of
collision according to COLREGs. Use traditional (bearings and distances) and electronic
(ARPA) means for collision avoidance purposes.
 Maintain a proper watch along with general surveillance of the ship.
 Keep a continuous watch on GMDSS radio. Co-ordinate all bridge radio communications,
and log them as required.
 Operate the navigation equipment (e.g., RADAR, ECDIS) and provide assistance and
advice to the Master or C/O.
 Monitor UKC. Ensure echo sounder is ON.
 Verify the ship’s position to ensure that the ship follows the planned route.
 Check the verbal orders from the Master’s or C/O’s (e.g., helm and engine orders), and
confirm that they are carried out correctly and in time.
 Operate the engine order telegraph or throttle and watch for proper response.
 Monitor the ROT, rudder angle and RPM indicators when helm and engine orders are
given.
 Plot closing targets and/or others targets of interest to obtain CPA, TCPA, BCR and
intended course and speed. Relevant information must be promptly and accurately
reported to the Master or C/O who shall acknowledge receipt of the information provided.
 Identify misunderstandings and seek clarifications immediately if in any doubt.
 Maintain properly all logs (e.g., bridge log) and records.

[Link].3 Bridge Watch Category III (BWC-III)

This is the highest condition of bridge watch keeping manning, applied when the ship is in a high-
risk situation and/or critical condition as follows:
 Restricted visibility less than 5.0 nm
 Very narrow margin of safe maneuvering ability
 Close approaching to navigation hazards less than 2 nm
 High Density traffic in combination with navigation activities
 Proceeding to berth or leaving the berth under pilotage or not
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 Any critical situation of contingency occurred

 Combination of above factors.
The minimum watchkeeping requirements for BWC-III are as follows:
 The Master on bridge having the conn, controls movement of the ship, supervises the safe
navigation, coordinates and supervises the overall watch organization. Under Master’s
discretion and only, the C/O may be invited to take the command and replace the Master,
during prolonged periods of watchkeeping, as to take the appropriate rest if needed.
 Two (2) OOWs (one of which can be the C/O at Master’s discretion) accountable to the
Master for the safe navigation of the ship.
 One (1) Able Seaman (A/B) as helmsman.
 One (1) A/B or O/S properly certified as per A-II/4 of STCW, acting exclusively as look out.
 The E/R to be manned in accordance with Manning Matrix of paragraph [Link].
Master: Assign the roles and responsibilities of OOWs.
OOW (1):
 Use traditional (bearings and distances) and electronic (ARPA) means for collision
avoidance.
 Operate the navigation equipment (e.g., RADAR, ECDIS) and provide assistance and
advice to the Master or C/O.
 Monitor the traffic, plot closing targets and/or others targets of interest to obtain CPA,
TCPA, BCR and intended course/speed. Relevant information must be promptly and
accurately reported to Master or C/O who shall acknowledge receipt of the information
provided.
 Monitor ship progress against the passage plan by track monitoring and regular position
verification, particularly after any course alteration.
OOW (2):
 Keep a continuous watch on GMDSS radio. Co-ordinate all bridge radio communications,
and log them as required.
 Monitor UKC. Ensure echo sounder is ON.
 Check the verbal orders from the Master’s or C/O’s (e.g., helm and engine orders), and
confirm that they are carried out correctly and in time.
 Operate the engine order telegraph or throttle and watch for proper response.
 Monitor the ROT, rudder angle and RPM indicators when helm and engine orders are
given.
 Identify misunderstandings and seek clarifications immediately if in any doubt.
 Maintain properly all logs (e.g., bridge log) and records.
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[Link] Identification of Bridge Watch Category through Risk Assessment

Bridge Watch Category through Risk Assessment

Risk After Increase of Watch
Initial Risk Level
Conditions Mitigate measures Level
L S RF L S RF
Upgrade to BWC II or III with pilot
Entering or
All All 3 4 12 High presence onboard (see paragraph 2 4 8 Medium
leaving port
[Link])

Clear 8 Upgrade to BWC II (see paragraph

2 4 1 4 4 Medium
Weather Medium [Link])
Restricted
Waters Heavy Upgrade to BWC III (see
(areas of 3 4 12 High 2 4 8 Medium
Weather paragraph [Link])
shallow
All
waters Increase
Upgrade to BWC III (see
having d Traffic 3 4 12 High 2 4 8 Medium
paragraph [Link])
limited room Density
to navigate)
Poor Upgrade to BWC III (see
3 4 12 High 2 4 8 Medium
Visibility paragraph [Link])

Coastal Clear 4
All 1 4 No any action required 1 4 4 Medium
Waters Weather Medium
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Heavy 8 Upgrade to BWC II (see paragraph

2 4 1 4 4 Medium
Weather Medium [Link])

BWC II will be employed as a

Increase minimum. However, the Master
d Traffic 3 4 12 High may increase the watch level to 2 4 8 Medium
Density BWC III, if he deems necessary
(see paragraph [Link])

Poor Upgrade to BWC III (see

3 4 12 High 2 4 8 Medium
Visibility paragraph [Link])

Clear 4
1 4 No any action required 1 4 4 Medium
Weather Medium

Heavy 8 Upgrade to BWC II (see paragraph

2 4 1 4 4 Medium
Weather Medium [Link])
Daylight
Increase
Ocean 12 Upgrade to BWC II (see paragraph
d Traffic 3 4 2 4 8 Medium
Waters High [Link])
Density

Poor Upgrade to BWC II (see paragraph

3 4 12 High 2 4 8 Medium
Visibility [Link])

Darknes Clear 4
1 4 No any action required 1 4 4 Medium
s Weather Medium
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Heavy 8 Upgrade to BWC II (see paragraph

2 4 1 4 4 Medium
Weather Medium [Link])

BWC II will be employed as a

Increase minimum. However, the Master
d Traffic 3 4 12 High may increase the watch level to 2 4 8 Medium
Density BWC III, if he deems necessary
(see paragraph [Link])

Poor Upgrade to BWC III (see

3 4 12 High 2 4 8 Medium
Visibility paragraph [Link])

Underw Upgrade to BWC II (see paragraph

3 4 12 High 2 4 8 Medium
ay [Link])
During STS
All
Operations
At 8
1 4 No any action required 1 4 4 Medium
Anchor Medium

While at
8 Upgrade to BWC II (see paragraph
SBM / SPM All All 2 4 1 4 4 Medium
Medium [Link])
or FPSO
BWC II will be employed as a
minimum. However, the Master
Ice
All All 3 4 12 High may increase the watch level to 2 4 8 Medium
Conditions
BWC III, if he deems necessary
(see paragraph [Link])
Hostile All All 3 4 12 High BWC II will be employed as a 2 4 8 Medium
Waters minimum. However, the Master
may increase the watch level to
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BWC III, if he deems necessary

(see paragraph [Link])

4
All 1 4 No any action required 1 4 4 Medium
Medium
At Anchor All
Poor 8 Upgrade to BWC II (see paragraph
2 4 1 4 4 Medium
Visibility Medium [Link])

8
Drifting All All 2 4 No any action required 1 4 4 Medium
Medium

Helicopter Upgrade to BWC II (see paragraph

All All 3 4 12 High 2 4 8 Medium
Operation [Link])

BWC II will be employed as a

Areas of minimum. However, the Master
Sensitive All All 3 4 12 High may increase the watch level to 2 4 8 Medium
Nature BWC III, if he deems necessary
(see paragraph [Link])
Environment
Upgrade to BWC II (see paragraph
al Sensitive All All 3 4 12 High 2 4 8 Medium
[Link])
Areas
During
Search and Upgrade to BWC III (see
All All 3 4 12 High 2 4 8 Medium
Rescue paragraph [Link])
Operations
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[Link] Navigation Watch and Look-Out

It is essential that OOW appreciate that the proper performance of their duties is necessary in the
interests of the safety of life and property at sea and the prevention of pollution.
Master: Ensure that watchkeeping arrangements are adequate for maintaining a safe
navigational watch at all times. Do not be constrained by any person from taking any decision
which, in your professional judgment, is necessary for safe navigation.
OOW:
 Maintain a proper look-out by sight and hearing, as well as by all other available means.
 Ensure that COLREGs are complied with at all times.
 Navigate the ship safely during the periods of duty with particular concerns for avoiding
collision and stranding.
 Proceed at safe speed at all times. Do not hesitate to use the ship’s engines in case of
need.
 Comply with the national and international legislation, the Master’s standing and daily
orders and the industry practices.
 Ensure that bridge watch manning levels are always kept at a safe level for the existing
circumstances and conditions. Maintain a safe navigational watch at sea or at anchor.

OOW: Refer to checklist N 007.

CAUTION

[Link] Watch Handover

An effective watch handover must take place to ensure that all important information is
exchanged between the oncoming and off-coming bridge team members (refer to form N 006).
OOW – Handing Over the Watch:
 Ensure that the members of the relieving watch are fully capable of performing their
duties. If there is reason to believe that the relieving officer is not capable of carrying out
the watchkeeping duties effectively, notify the Master.
 Ensure that all Master’s standing orders and daily orders are fully understood.
OOW – Taking Over the Watch:
 Ensure that your vision is fully adjusted to the light conditions.
 Verify ship’s position, check the intended track, course and speed and note any dangers
to navigation expected to be encountered during your watch.
 Be aware of the presence and movement of ships in sight or known to be in vicinity.
 Note the status of bridge equipment.
 Give watchkeeping personnel all appropriate instructions and information which will
ensure the keeping of a safe navigational watch, including maintenance of a proper look-
out.
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[Link] Sole Look-Out

The OOW may be the sole lookout in daylight provided that on each such occasion:
 The situation has been carefully assessed and it has been established without doubt that
it is safe to do so.
 Full account has been taken of all relevant factors including but not limited to:
o State of weather
o Visibility
o Traffic density
o Proximity of dangers to navigation
o The attention necessary when navigating in or near traffic separation schemes
o Defects affecting aids to navigation, propulsion or steering.
 Assistance is immediately available to be summoned to the bridge when any change in
the situation so requires.

The OOW should not be the sole look-out during hours of darkness.

WARNING

Master: Approve the sole look-out only when satisfied that:

 The OOW is fit for duty, able to safely navigate the ship, and this ability has not been
compromised by the volume of the anticipated workload.
 The OOW knows who will provide back-up assistance, if needed and how to call it quickly.
 The back-up personnel are aware of required times and any limitations on their
movements, and they can hear and respond to alarms or communication calls from the
bridge.

[Link] The Bridge Team and the Master

Bridge Team: Recognize and understand:
 The information that should be routinely reported to the Master
 The need to keep the Master updated
 The circumstances under which the Master must be called.

Master: Consider carefully in which circumstances it may be appropriate to take the conn from
the OOW; sometimes it is preferable for the OOW to retain the control under your
oversight/guidance.
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You have the overriding authority and responsibility to make any

necessary decision for the safety of navigation. Your presence on the
bridge does not remove the responsibility for navigation from the OOW,
and the OOW remains in control of the watch, unless you explicitly advised
WARNING otherwise.

The process of the Master taking over the con of the ship is as follows:
 The Master clearly states that he is taking over the con.
 The OOW repeats Master’s orders, giving the Master the con.
 Relevant entries must be made on the Bridge Log Book.

[Link].1 Bridge Teamwork

The performance of a bridge team relies on leadership, teamwork, communication and good
management.
Master:
 Ensure that the bridge team has always available a plan of actions in case of emergency.
 Brief and debrief the bridge team before and after specific bridge operations.
 Enforce the situational awareness between bridge team members.
 Discuss with bridge team how to anticipate dangerous situations beforehand.
 Be ready to recognize a sequence of errors that could lead to dangerous situations.
 Receive any necessary action to break the identified chain of errors and avert a possible
dangerous condition.
 Encourage the bridge team members to raise any safety concern or doubt without any
fear of reprisal or ridicule and challenge the operational decisions at all levels (Challenge
and Response approach), provided that the immediate safety of the ship is not
compromised.

Under no circumstances should a “challenge and response” approach be

considered as undermining the authority delegated to OOW by the Master.
WARNING

 Foster an environment where every bridge team member has a role and feels valued, with
the condition that unacceptable behavior will not be tolerated.
 Treat any mistake made, with the condition that it is not intentional or caused by
carelessness, as a learning opportunity. Encourage the “No Blame” culture and provide
the personnel with confidence to admit any mistake, targeting to a safer bridge
environment.
 Encourage the bridge team members to practice the “Thinking Aloud” technique which
consists of speaking aloud while thinking through or describing actions as they are done.

[Link].2 Briefing and Debriefing

Brief and debrief is a useful technique to help the bridge team tighten up operations such as:
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 Arrivals and departures

 Approaches to challenging navigation areas
 Emergency responses
 Pilotage
 Assisting other ships
 Search and Rescue.

Master:
 Brief the bridge team. Ensure that all bridge team members are aware of their duties and
any special instructions or concerns for the intended operation.
 Prepare a short brief for the E/R personnel if necessary.
 Debrief the bridge team. Allow them to review the operation’s strengths and weaknesses,
suggest improvements to safety, communications and problem-solving skills.
 Record the minutes of brief and debrief on the Bridge Log Book.

[Link].3 Situational Awareness

Situational awareness means appreciating what is happening around the ship. This includes
knowing where the ship is, where it is planned to be, and whether any other ship, event or
conditions developing nearby could pose a risk to the ship’s safety. Situational awareness
depends on:
 The bridge team’s ability to use information effectively
 The bridge team’s experience
 The absence of distractions.

Good situational awareness is essential for safe navigation.

CAUTION

Master / OOW:
 Be aware of the ship’s position in relation to her surroundings.
 Use all your senses: sight, hearing, smell, touch, even taste. Situational awareness
includes an elusive ‘6th sense’, where a ‘gut feeling’ based on experience can offer real
insights.
 Share the task of situational awareness among the bridge team.
 Exercise bridge team management and encourage open communication.
 Be familiar with the use of bridge equipment and understand their strengths and
weakness.
 Cross check the information provided by an electronic source (e.g., ECDIS) with another
electronic source (e.g., RADAR) and/or visual observations.
 Do not get distracted by unnecessary information.
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Avoid over reliance on individual electronic systems for developing and

maintaining situational awareness. LOOK OUT OF THE WINDOW.
WARNING

[Link].4 Navigational Training

One of the most essential skills for achieving competency as navigating officer is establishing
proficiency in ship maneuvering and handling.

The Company:
 Provides additional briefing, familiarization, or training, if required.
 Provides simulator-based navigational assessment at recognized training centers and
evaluates bridge team on:
o Knowledge and application of COLREGS
o Bridge Team management behaviors
o Response to emergency navigation situations
o Specialized disciplines, e.g., ice navigation
o Multi-scenarios.
 Makes sure that the BRM/BTM training team composition reflects the nationalities of the
bridge team members onboard managed ships.
 Uses BRM/BTM training to enhance the dynamics among the BT members and to
increase awareness about cultural diversity, communication style, and hierarchy bias.
 Conducts training either as a team or individually at assessed/approved training centers.
A factual knowledge and an understanding of the conceptual requirements of ship handling is not
enough. There is no substitute for experience.
Master:
 Allow the navigating officers to acquire the experience of ship handling, under supervision,
whenever it is safe to do so, and provide them with relevant and necessary training. The
ship handling training can vary from picking up a pilot and maneuvering in an anchorage,
to docking and un-docking and handling the ship in areas of concern (channels, straits,
rivers) and demanding environmental conditions (heavy weather, ice conditions).
 Teach the navigating officers (including deck cadets) about the art of ship handling
through mentoring, whenever possible, if the conditions are not allowing the officers to
practice the ship handling on the spot.
 Provide the appropriate degree of guidance during training according to the navigating
officer’s experience level.
 Give detailed evaluation and feedback to OOW as soon as possible following the training.
 Document the competency development (see form C 003).
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Only through efficient teaching, proper application of skills and sincere

mentoring can confidence in ship handling be attained.
CAUTION

By providing this type of supervised training the Master will:

 Develop the kind of confidence that will take the navigating officers to the highest levels of
their chosen profession.
 Have an able number of competent and experienced officers as back-up.

The C/O can substitute the Master, during prolonged periods of enhanced
bridge composition, always at the Master’s sole discretion.
CAUTION

 Prepare Officers who are aspiring to become Masters or assigned in a new ship type.
 Be more highly respected by the Navigating Officers.

C/O: Perform at least 8 watch keeping duties as responsible OOW per

month.
CAUTION

[Link].5 Bridge Team familiarization.

The main aim of familiarization training is to make the new bridge team member (including
Master) aware of important navigation procedures while en-route or during an emergency
situation.
The Company provides appropriate training / familiarization ashore for particularly complex
navigation equipment and systems such as ECDIS, at approved training centers, before joining
the ship. However, familiarization with the specific equipment installed onboard is always
required.
Upon new personnel embarkation, the Officer in charge of training (i.e., C/O) must start the
familiarization process which must be completed within a reasonable period (not exceeding 7
days).
Officer in charge of training / familiarization:
 Ensure that the new bridge team member is familiar with the bridge layout, the navigation
equipment and procedures, appropriate to his assigned duties, before assuming the first
bridge watch. Explain the specifics of individual equipment (including any faults).
 Verify that the new comer is able to recognize and understand how to respond correctly to
alarms and warnings.
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 Ensure that the new bridge team member understands the status of ship’s engines and
other appropriate machinery, together with any restrictions or limitations on
maneuverability.
 Use a common language (English) during the familiarization process.
 Use the necessary checklists (N 031) for the familiarization with bridge equipment.
 Prioritize the familiarization with bridge equipment to the use of the RADAR system,
ECDIS, helm and propulsion controls, as well as the readouts for GNSS, gyro and other
essential repeaters. Over time, develop an in-depth knowledge of each item of equipment.
Self-teaching manuals, videos or computer-based training (CBT) programs can be used onboard
as aid to familiarization process; however, these methods are complements and do not replace
the familiarization process with equipment and procedures.

[Link].6 Master’s Navigational Audit (see Chapter 12.4.2)

The Master’s Navigational Audit reinforce best practices and behaviors among the bridge team
since the has the opportunity to verify that his standing orders and individual responsibilities are
understood and that SMS procedures and industry best practices are followed.

[Link] Publication References

Bridge Team Member: Refer to the following publications available onboard:
 “Bridge Procedures Guide” (International Chamber of Shipping)
 “Bridge Team Management – A practical Guide” (The Nautical Institute)
 “Bridge Watch Keeping” (The Nautical Institute).

[Link] Night Vision

During darkness the bridge team must have adequate night vision to maintain proper look-out,
and the environment should support this. The Company provides cut-out switches to doors
leading into the bridge so that adjacent light sources are temporarily switched off when doors are
opened.
OOW:
 Allow the vision of oncoming watchkeepers to adjust to ambient light conditions before
they take over the watch.
 Ensure that the lighting used in bridge and adjacent areas is of low intensity and colored
red.
 Use of blackout curtains to control light levels when it is not otherwise possible to exclude
it.
 Control the light from navigation equipment, as it can impair night vision, by using the
appropriate display settings.
 Avoid the use of deck lighting during darkness as it is significantly affecting the night
vision.
 Ensure that externally facing accommodation windows have suitable light exclusion
curtains that are closed during the hours of darkness, along with all external
accommodation doors to avoid adversely affecting night vision.
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Even on a momentary exposure to bright light can temporarily destroy night

vision and, during the subsequent readjustment period, the ability to maintain
an effective look-out will be impaired.
CAUTION

[Link] Fitness for Duty

A bridge team member is fir for duty when he is physically and psychologically qualified to carry
out his duties safely without posing a risk to themselves, their shipmates, or their ship and its
mission.
The Company:
 Ensures that every managed ship is manned by a sufficient number of qualified and rested
personnel so that a safe navigational watch can be maintained at all times. The minimum
number of personnel required to be onboard is specified in Appendix I of Ch. 6.1.
 Provides fatigue awareness and training at regular intervals.
 Establishes a healthy shipboard environment.
 Analyses any fatigue related event (near miss and incident) reported.
Master:
 Ensure compliance with minimum hours of rest and maximum hours of work, as per MLC
and STCW (see Chapter 7.11):
o Minimum of 77 hours rest in any 7 days period
o Minimum of 10 hours rest in any 24 hours period
o The 10 hours rest period should not be split into more than 2 periods, one of
which should be at least 6 consecutive hours, with the interval between rest
periods being not more than 14 hours.
 Ensure that any period of extended watchkeeping hours is compensated with longer break
before resuming the next duty period.
 Post the watchkeeping duties on the bridge and ensure that they are reflecting the actual
watchkeeping arrangements onboard.
 Create an open communication environment, by making it clear to bridge team members
that it is important to inform you or C/O when there are not fit for bridge duty.
 Monitor and assess bridge team members “level of fatigue” before receiving their assigned
duties to ensure that they are able to perform tasks safely
 Take time to monitor that all bridge team members are getting adequate sleep.
 Reappraise watchkeeping patterns and areas of responsibility onboard to establish the
most efficient use of resources, such as sharing long periods of BWC-III between all the
OOW.

Drug and alcohol abuse is strictly prohibited. It is an offence for a seafarer

to be impaired by alcohol or drugs while on duty.
WARNING
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Bridge Team Member:

 Report to Master and/or C/O any fatigue impairment in yourself and others.
 Record and report actual hours of work and rest as required by the MLC and STCW.
 Monitor and effectively manage sleep. Get proper sleep to recover physically and
mentally.

Outgoing OOW: During the watch hand-over ensure that your relief
appears fit for duty.
CAUTION

[Link].1 Stress and Watchkeeping

Stress is defined as a negative emotional experience accompanied by physiological, cognitive
and behavioral changes and responses. Bridge watchkeeping is a strenuous operation, and
bridge team members are exposed to an increased number of work-related stressors such as
fatigue, long hours, monotony, noise, vibration, temperature changes, a multinational
environment, limited recreation, isolation, etc. (see paragraph 7.10.6).
The Company:
 Establishes adequate measures to recognize and ensure appropriate support to seafarers
suffering from stress.
 Handles through established processes any multicultural issues, with the aim of avoiding
situations that may result to language barriers and social, cultural and religious isolation.
 Provides access to counselling services to assist in any issues arising from stress.
Implement a consistent stress management program.
 Ensures adequate resources, including crewing levels.
 Provides adequate shore leave, onboard recreation and family communication.
Master:
 Be aware of bridge team member’s optimal level of workload and stress, and have realistic
attitudes towards these.
 Communicate effectively with bridge team members.
 Monitor and observe any behavior that may indicate sign of developed stress. Seek
instructions from experts in severe cases of seafarer’s stress onboard.
 Reduce, as much as possible, the time bridge team members need to spend doing
sustained physically and mentally demanding work (e.g., navigation in congested waters).
 Promote supportive relationships onboard and deal immediately with interpersonal
conflicts between seafarers.
 Minimize repetitive and monotonous bridge tasks by rotating them.
 Allow time for effective watch hand-over.
Bridge Team Member:
 Get adequate sleep and rest to maintain energy levels.
 Eat a healthy, balanced diet with limited intake of caffeine.
 Control your breathing, take as deep and long a breath as possible.
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 Develop alternative activities such as relaxing hobby.

 Take support and advice from colleagues and family.
 Reorganize priorities.
 Discuss the issue with Master. In case of chronic stress, consult a health professional.
 Do not hesitate to ask for a substitute in cases where you feel affected by stress.

[Link] Bridge Distractions Avoidance

Distractions on the bridge are jeopardizing the ship’s navigational safety and cause interference
to the ship’s VDR audio recording system.
Master:
 Ensure that the access to bridge is limited only to those with operationally-related tasks.
 Prohibit the use of mobile phones, except when required for:
o Information related to ship’s operation
o Emergency contact.
 Prohibit the use of personal electronic devices (e.g., pagers, tablets, MP3 players, etc.).
 Restrict the use of computers on bridge only for official ship work.
 Restrict the internet and email access only to:
o Updates for nautical charts and publications, licenses and permits.
o Weather information
o Navigational warnings
o Information relevant to ship’s operation and passage plan.
 Prohibit the listening of music on the bridge in any form (i.e., speakers or ear plugs use).
 Prohibit any paper work during the watch keeping hours.
 Prohibit any task irrelevant to navigation watch on bridge.
 Ensure a quiet bridge to allow VHF radio calls and sound signals to be heard.
 Reduce to minimum the background noise from navigation equipment (e.g., VHF radio) .
 Ensure appropriate night vision (refer to paragraph [Link])

[Link] Safety Rounds

Safety rounds, within the accommodation area, must be carried out by the relieved look-out, at
the end of his watchkeeping duties, during night time (from 18:00 till 06:00 hours), to ensure that:
 There is no imminent safety (e.g., fire) or security risk
 There no any person in danger
 The accommodation space internal and external doors are well closed
 There are no loose objects within the accommodation area
 All the blackout curtains are closed, in order to control light level and ensure proper night
vision to the bridge team.
Look-out:
 Do not leave the bridge during your watchkeeping duties. Perform the safety round after
being properly relieved by another look-out.
 Maintain a direct communication (i.e., walkie-talkie) with the OOW during the safety round.
 Report immediately any findings to the OOW and raise the alarm if necessary.
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OOW:
 Verify that the communication with the look-out performing the safety round is adequate at
all times.
 Record the times of safety round and any findings upon its completion in the Bridge Log
Book and the relevant form (N 032).

[Link] Communication with the Engine Room

Clear, concise and closed-loop communication between the bridge and the ECR is vital for the
safe and efficient ship operation.


Note
Closed-loop communication is when a person gives a message and gets an acknowledgement
from the person who receives the message.

OOW:
 Update the C/E with the anticipated maneuvering requirements and/or conditions of sailing
(e.g., areas where the ship’s machinery may be affected due to external conditions such
as ice or seaweed).
 Provide at least 2 hours’ notice prior engine’s stand-by operation mode.
 Give reasonable notice before the ship enters areas under restrictive environmental
controls (e.g., emission control areas).
 Communicate information on any changes in the weather, air temperature, the condition of
traffic, visibility and any other relevant conditions.
 Ensure adequate communication between bridge and ECR during maneuvering and/or
critical operations.
 Be familiar with the use of all communication equipment on the bridge and the back-up
communication equipment needed during a power shortage.

During critical operations, the talkback intercom system (e.g., walkie talkies)
is the preferred method of communication with E/R, as it ensures that
everybody in the E/R and on the bridge is aware of what is going on.
CAUTION

C/E:
 Notify the bridge if an engine and/or any other system or equipment affecting the ship’s
safe navigation becomes unavailable. Provide details and time needed for repairs.
 Discuss with Master on the daily meeting the planned maintenance on key equipment and
systems and receive agreement from the Master to proceed or not.
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[Link].1 Unattended Machinery Space (UMS) Operation

UMS is a marine automation system for ship’s E/R. The ships certified as UMS do not usually
have engineer officers on watch in the E/R from 1700 hours to 0700 hours. If there is a
malfunction in any machinery, an alarm will be sounded in the E/R as well as in the ‘on duty’
engineer’s cabin. It’s then the engineer’s duty to go down in the E/R and investigate the alarm.
Master: Suspend the UMS operation in the following cases:
 Restricted visibility/confined water/heavy traffic
 Approaching or leaving a port
 A defective E/R equipment requires continuous monitoring
 At sea or at anchor when BWC requires the E/R to be manned
 When the cargo handling demands a high and variable load on the electrical generating
plant
 When port regulations prohibit any unmanned E/R
 With any fire, major alarm, or safety system inoperative, including any fire detection
system zones isolated
 If any propulsion backup equipment is inoperative
 With any major control or communication system inoperative
 If the bridge console is inoperative
 In other contingencies.
OOW:
 Coordinate with the engineer officer of the watch and implement the checks as per form N
021 before you switch operation to unattended mode (for ships certified for UMS).
 Record any change in the E/R manning condition in the Bridge Log Book.

During UMS period, no one is permitted to enter the machinery spaces

without approval of OOW.
WARNING

Engineer Officer of Watch:

 Inform the OOW when:
o Switching to UMS operation.
o Entering and exiting unattended machinery spaces.
o Switching back to attended operation.
 Advise the OOW when entering the machinery space, during UMS, with:
o The time needed to remain in the machinery space
o The communication method (e.g., regular agreed calls via walkie talkie).
If the engineer officer of watch fails to contact the OOW at the pre-specified intervals or if the
Dead Man Alarm is activated then:
OOW: Attempt to contact engineer officer of watch on portable radio and/or any other applicable
mean (e.g., telephone). Should this fail then immediately inform Master and C/E.
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During Safety Rounds During Alarm Acknowledgement

[Link] Navigation under Different Conditions

[Link].1 Navigation in Coastal or Restricted Waters

Coastal or Restricted Waters navigation is a navigational method concerning the ship’s
movement in relation to the approximate shore, the visible objects in the sea (islets, rocks, buoys,
light ships) and the sea depths. Coastal or Restricted Waters navigation demands great
experience.
Master: Ensure that the bridge team:
 Fully understands the increased dangers of navigation in coastal or restricted waters.
 Maintains a proper situational awareness.
OOW:
 Conduct the coastal or restricted waters passage using the most suitable large scale
ENCs available.
 Check that there is a full control of engine and steering functions prior entering restricted
or coastal waters.
 Verify ship’s condition at regular intervals (refer to paragraph [Link]).
 Identify all navigational marks included in the ENCs.
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 Be aware of the mandatory reporting requirements for routing schemes.

 Consider the ship’s draft and maneuvering characteristics that may affect the safety of
navigation in restricted waters.
 Calculate the ship’s squat at frequent intervals. Consider the effect of ship’s speed on
squat. In shallow waters, squat may have a critical effect on ship’s maneuverability and
UKC.
 Consider the bank effect and its impact to ship when transiting rivers or narrow channels.

OOW: Refer to checklist N 008.

CAUTION

[Link].1.1 Wave Wash Effect

Wave Wash is the “erosive” action on shores or embankments or the damages to anchored,
moored or passing ships caused by the lapping or breaking of waves. This effect, except of
physical reasons, may be caused due to the increased speed of the ship in a narrow channel.
Master:
 Be extremely cautious when streaming in narrow waters.
 Adjust the ship’s speed to avoid the creation of wave wash as far as possible.
 Discuss in detail the wave wash effect with the pilot, if available, during the Pilot / Master
information exchange process in order to evaluate the conditions and adjust the ship’s
speed accordingly. Record this agreement in the Pilot Card or the Bridge Log Book as
follows: “Critical areas of the piloting passage were thoroughly discussed and the
safe speed to avoid Wave Wash effect and consequent damages was agreed.”

[Link].2 Navigation in Traffic Separation Schemes (TSS)

TSS is a maritime traffic-management route-system ruled by the IMO. The traffic-lanes (or
clearways) indicate the general direction of the ships in that zone; ships navigating within a TSS
all sail in the same direction or they cross the lane in an angle as close to 90o as possible.
Master:
 Ensure that COLREG Rule 10 “Traffic Separation Schemes” has been taken into account.
 Conduct a bridge team briefing related to the risks possible encountered during TSS
transit, including expected traffic.
 Adjust the bridge watch category according to bridge manning matrix in paragraph
[Link].
OOW (refer to checklist N 009):
 Strictly adhere to COLREG Rules 5 “Look-Out”, 6 “Safe Speed”, 7 “Risk of Collision” and 8
“Actions to Avoid Collision”, as to avoid collision, within an area of heavy traffic.
 Be aware that except where there are special local rules to the contrary, the other
Steering and Sailing Rules (Section II – Conduct of ships in sight of one another and
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Section III – Conduct of ships in restricted visibility) apply within a Scheme as they do
elsewhere at sea. Ships proceeding in a TSS do not have priority over crossing traffic.
 Cross the TSS, if needed, on a heading as nearly as practicable at right angles to the
direction of traffic flow. This minimizes the time a crossing ship is in the lane irrespective of
the tidal streams and should lead to a clear encounter situation with ships passing through
the main traffic lanes.
 Take always into consideration the width of the lane and the draft restrictions.
 Proceed with steering gear tests prior entry into the TSS.
 Engage manual steering prior entry with two steering gears running.
 Ensure the availability of engines and their state of readiness prior entry into the TSS.
 Consider whether to adopt “constrained by draft” status.
 Be careful with the ships ahead, as they might reduce speed without notice.
 Make full use of the RADAR / ARPA trial maneuver function.
 Be aware of the behavior of fishing ships. While fishing is permitted in a separation zone in
any direction, fishing ships operating in the traffic lane must comply with the. However, in
practice, some fishing ships may not always follow the rules diligently; therefore, keep a
close watch for sudden alterations of course from fishing ships, even when within the TSS.

Navigating Officer:
 Consult the current IMO publication “Ships Routeing” to determine whether a particular
scheme included in the passage plan has been adopted by IMO, during the passage
appraisal stage.
 Expand the XTC on the active ECDIS route plan, to include the available width of the
traffic lane and establish sea room to maneuver within the limits of safe water.
 Include information and guidance for routes through TSS, in the passage plan (see
passage plan N 001).

[Link].3 Restricted Visibility

Restricted visibility includes fog, mist, snow, heavy rain and sandstorms, any situations where the
OOW cannot see the other ship or its navigation lights.

Restricted is considered the visibility below 5 nautical miles.

WARNING

Different rules apply in restricted visibility. There are no “stand-on” or “give-way” ships in
restricted visibility. The managed ships are required to determine whether a close-quarters
situation is developing and if a risk of collision exists. If the likelihood of a close-quarters situation
is detected then the ships must take appropriate action to prevent the close-quarters situation
from developing.
Master / Con:
 Adjust the bridge watch category according to bridge manning matrix in paragraph
[Link].
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 Proceed at a safe speed (COLREG Rule 6) adapted to the prevailing circumstances and
conditions of restricted visibility. Have the ship’s engines ready for immediate maneuver.
 Use all available means (e.g., set in operation all available RADARs onboard) and sound
signals (COLREG Rule 35), combined with your experience and good seamanship to
judge as when a ship is heading in to a close quarter situation. Do not over rely on
calculated CPAs and TCPAs from ARPA. Take into account navigational constraints,
environmental factors and knowledge of the ship’s maneuverability when reaching this
judgement.

Master / Con: Always be prepared to give way to ships that you cannot
see.
CAUTION

 Take avoiding action in ample time, if a close quarters situation is developing and/or risk of
collision exists, provided that when such action consists of an alteration of course, so far
as possible the following shall be avoided:
o An alteration of course to port for a ship forward of the beam, other than for a
ship being overtaken (COLREG Rule 19d(i)).
o An alteration of course towards a ship abeam or abaft the beam (COLREG Rule
19d(ii)).
 Reduce ship speed to the minimum at which she can be kept on her course when:
o A fog signal from another ship heard apparently forward of ship’s beam
o A close-quarter situation with another ship forward of ship’s beam cannot be
avoided.
 Ensure that the following COLREG Rules are always implemented:
o COLREG Rule 7 on risk of collision, there is a risk of collision if you are in any
doubt.
o COLREG Rule 5 on look-out, always maintain a proper lookout by sight and
hearing.
OOW:
 Call the Master, in ample time to assist in assessing the situation.
 Make proper entries in the Bridge Log Book

OOW: Refer to checklist N 012.

CAUTION

[Link].4 Heavy Weather Conditions

Heavy weather conditions include wind induced waves or heavy swell. When sailing in heavy
weather conditions, a ship is likely to encounter various dangerous phenomena, which may lead
to capsizing or severe roll motions causing damage to cargo, equipment and persons onboard.
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The sensitivity of a ship to these phenomena will depend on the actual stability parameters, hull
geometry, ship size and speed. This implies that the vulnerability to dangerous responses,
including capsizing, and its probability of occurrence in a particular sea state may differ for each
ship.

Heavy weather conditions are defined as wind of Beaufort Scale 8 and

above and/or significant wave height of 4 m or above.
Take precautionary measures according to good seamanship and Master’s
discretion.
WARNING

Master / Con:
 Reduce the speed/alter course, if necessary, in heavy weather, if excessive rolling,
propeller emergence, shipping water on deck or heavy slamming occurs. Consider the
following when deciding on an appropriate course and speed in adverse weather
conditions: capsizing, heavy rolling with the risk of damage, damage through slamming,
longitudinal or torsional stresses, special effects of waves in shallow water or current and
risk of collision or stranding.
 Engage manual steering and adjust the bridge watch category according to the bridge
manning matrix in paragraph [Link].
 Ascertain that the ship complies with the stability criteria of the Intact Stability Code. Take
appropriate measures to assure the ship’s watertight integrity. Re-check the securing of
cargo and equipment.
 Monitor prevailing weather conditions/forecast and obtain any weather reports available.
OOW:
 Be alerted to weather and sea sate changes that may adversely affect personnel,
environment, property and cargo.
 Call the Master in ample time to assist in assessing the situation.
 Inform the C/E for the change on environmental conditions.
 Prohibit any access to main deck without Master’s approval.
 Make proper entries in the Bridge Log Book

OOW: Refer to checklist N 010.

CAUTION

[Link].4.1 Dangerous Phenomena during Heavy Weather

1. Phenomena occurring in following and quartering seas.
A ship sailing in following or stern quartering seas encounters the waves with a longer period than
in beam, head or bow waves, and principal dangers caused in such situation are as follows:
o Surf-riding and broaching-to: When a ship is situated on the steep forefront of
a high wave in following or quartering sea conditions, the ship can be
accelerated to ride on the wave. This is known as surf-riding. In this situation the
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so-called broaching-to phenomenon may occur, which endangers the ship to

capsizing as a result of a sudden change of the ship’s heading and unexpected
large heeling.
o Reduction of intact stability when riding a wave crest amidships: When a
ship is riding on the wave crest, the intact stability can be decreased
substantially according to changes of the submerged hull form. This reduction
may become critical for wave lengths within the range of 0.6 L up to 2.3 L (L is
the ship’s length in meters). Within this range the amount of stability reduction is
nearly proportional to wave height. This situation is particularly dangerous in
following and quartering seas, because the duration of riding on the wave crest,
which corresponds to time interval of reduced stability, becomes longer.
2. Synchronous rolling motion.
Large rolling motions may be excited when the natural rolling period of a ship coincides with the
encounter wave period. In case of navigation in following and quartering seas this may happen
when the transverse stability of the ship is marginal and the natural roll period becomes longer.
3. Parametric roll motions.
Parametric roll motions with large and dangerous roll amplitudes in waves are due to the variation
of stability between the position on the wave crest and the position in the wave trough. Parametric
rolling may occur in two different situations:
o The stability varies with an encounter period TE that is about equal to the roll
period TR of the ship (encounter ratio 1:1). The stability attains a minimum once
during each roll period. This situation is characterized by asymmetric rolling, i.e.,
the amplitude with the wave crest amidships is much greater than the amplitude
to the other side. Due to the tendency of retarded up-righting from the large
amplitude, the roll period TR may adapt to the encounter period to a certain
extent, so that this kind of parametric rolling may occur with a wide bandwidth of
encounter periods. In quartering seas, a transition to harmonic resonance may
become noticeable.
o The stability varies with an encounter period TE that is approximately equal to
half the roll period TR of the ship (encounter ratio 1:0.5). The stability attains a
minimum twice during each roll period. In following or quartering seas, where
the encounter period becomes larger than the wave period, this may only occur
with very large roll periods TR, indicating a marginal intact stability. The result is
symmetric rolling with large amplitudes, again with the tendency of adapting the
ship response to the period of encounter due to reduction of stability on the
wave crest. Parametric rolling with encounter ratio 1:0.5 may also occur in head
and bow seas.
Other than in following or quartering seas, where the variation of stability is solely affected by the
waves passing along the ship, the frequently heavy heaving and/or pitching in head or bow seas
may contribute to the magnitude of the stability variation, in particular due to the periodical
immersion and emersion of the flared stern frames and bow flare of modern ships. This may lead
to severe parametric roll motions even with small wave induced stability variations.
The ship’s pitching and heaving periods usually equals the encounter period with the waves. How
much the pitching motion contributes to the parametric roll motion depends on the timing
(coupling) between the pitching and rolling motion.
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4. Combination of various dangerous phenomena.

The dynamic behavior of a ship in following and quartering seas is very complex. Ship motion is
3-dimensional and various detrimental factors or dangerous phenomena like additional heeling
moments due to deck-edge submerging, water shipping and trapping on deck or cargo shift due
to large roll motions may occur in combination with the above-mentioned phenomena,
simultaneously or consecutively. This may create dangerous combinations, which may cause ship
capsize.
Master: Take the following procedures of ship
handling to avoid the dangerous situations
when navigating in severe weather conditions:
1. For Surf-riding and Broaching-to:
Surf-riding and broaching-to may occur when
the angle of encounter is in the range
135°<α<225° and the ship speed is higher than
(1.8 √L) / cos (180−α) (knots). To avoid surf
riding and possible broaching, the speed, the
course or both must be taken outside the
dangerous region reported in following figure.

2. For successive high-wave attack:

When the average wave length is larger than 0.8 L and the significant wave height is larger than
0.04 L, and at the same time some indices of dangerous behavior of the ship can be clearly seen,
pay attention not to enter in the dangerous zone
as indicated in the next figure. When the ship is
situated in this dangerous zone, reduce the ship
speed or change the course to prevent
successive attack of high waves, which could
induce the danger due to the reduction of intact
stability, synchronous rolling motions,
parametric rolling motions or combination of
various phenomena.
The dangerous zone indicated in next figure
corresponds to such conditions for which the
encounter wave period (TE) is nearly equal to
double (i.e., about 1.8-3.0 times) of the wave
period (TW).
3. Synchronous rolling and parametric rolling motions:
Prevent a synchronous rolling motion which will occur when the encounter wave period TE is
nearly equal to the natural rolling period of ship TR.
For avoiding parametric rolling in following, quartering, head, bow or beam seas select the course
and speed of the ship in a way to avoid conditions for which the encounter period is close to ship
roll period (TE = TR) or the encounter period is close to 1/2 of the ship roll period (TE = 0.5 x TR).
The period of the encounter TE may be determined from the formula presented above.
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
Note
TW= wave period, ΤΕ= encounter period with waves, α = angle of encounter (α=0o in head sea,
α= 90o for sea from starboard side), TR= natural period of roll of ship, L= Length between
Perpendiculars.

[Link].4.2 Access to Main Deck during Heavy Weather

No seafarers should be on deck in conditions that the Master considers adverse weather unless it
is considered necessary for the safety of the ship, crew, or the safety of life at sea.
Master: Permit the access to main deck only when the situation dictates to take urgent safety
measures, providing that:
 A Risk Assessment is undertaken.
 The seafarers go on deck in pairs or teams, under the command of a competent person.
 The ship is handled with utmost precaution to provide suitable lee to the exposed
personnel.
 Adequate communication between bridge and personnel on deck is always maintained.
 Any seafarers required to go on deck during adverse weather wear a lifejacket suitable for
working in, a safety harness (which can be attached to lifelines) and waterproof PPE,
including full head protection, and should be equipped with a water-resistant UHF radio.
 All safety precautions have been taken to prevent injury or man overboard situations
pursuant to Chapter 7.9.18 and form P 008 “Gas Free Checklist”.

[Link].4.3 Weather Forecast

Pay attention to weather forecasts which may be enhanced by receipt and careful use of facsimile
weather charts.
Master:
 Make an early course and/or speed alteration to avoid passing through or too close to
severe depression center. Advise the Operations/Marine Manager and Charterers for your
decision.
 Ensure that the safety of the ship, its crew and its cargo has always priority over the ETA.

[Link].4.4 Weather Routing

Ship weather routing develops an optimum track for ship’s voyages based on forecasts of
weather, sea conditions, and a ship’s individual characteristics for a particular transit. Within
specified limits of weather/sea conditions, the term optimum is used to mean maximum safety
and crew comfort, minimum fuel consumption, minimum time underway, or any desired
combination of these factors.
The Company provides Master with a weather routing advisory service which:
 Attempts to avoid or reduce the effects of specific adverse weather and sea conditions by
issuing initial route recommendations prior to sailing based on a survey of weather and
sea forecasts between the point of departure and the destination. It takes into account the
type of ship, hull type, speed capability, safety considerations, cargo, and loading
conditions.
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 Monitors the ship’s progress continually, and transmits a weather advisory.

 Recommends track changes while underway (diversions), and weather advisories to alert
the Master about approaching unfavorable weather and sea conditions which cannot be
effectively avoided by a diversion. Adverse weather and sea conditions are defined as
those conditions which will cause damage, significant speed reduction, or time loss.
 Maximizes both speed and safety.
 Attempts to reduce transit time by avoiding the adverse conditions which may be
encountered on a shorter route, or if the forecasts permit, diverting to a shorter track to
take advantage of favorable weather and sea conditions.
Master:
 Ensure prudent seamanship and safe navigation at all times, irrespective the use of
weather routing service.
 Ensure that all bridge team members are familiar with the dedicated software for weather
routing onboard, if available.

[Link].5 Tropical Revolving Storm (TRS)

A tropical revolving storm or a TRS is a storm system with a low-pressure center, around which
winds of gale force (34 knots or force 8) or more blow spirally inwards, anticlockwise in the
Northern Hemisphere (NH) and clockwise in the Southern Hemisphere (SH). Tropical Revolving
Storms (TRS) are also known as tropical cyclones, hurricanes and typhoons, depending on their
location.
TRS originate in latitudes between 5° and 20°
and travel between W and WNW in the Northern
Hemisphere and between W and WSW in the
Southern Hemisphere, at a speed of about 12
knots. Somewhere along their track, they curve
away from the equator – curve to N and then
recurve to NE in the Northern Hemisphere; curve
to S and then recurve to SE in the Southern
Hemisphere. The recurving is such that the
storm travels around the oceanic high (which is
situated at about 30°N and 30°S in the middle of
large oceans). After recurving, the speed of
travel increases to about 15 to 40 knots.
Sometimes, a TRS does not curve or recurve at
all, but continues on its original path, crosses the
coast and dissipates quickly thereafter due to
friction and lack of moisture. It is important to
note that all TRSs do not follow such definite
paths and speeds. In their initial stages,
occasional storms have remained practically
stationary or made small loops for as long as 4
days.
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
Note
Track - The route over which a TRS is already passed. Path -The predicted route, over which,
there is a possibility of the TRS passing at near future. Vertex - The westernmost point, of the
TRS, when recurving takes place.

Semi-circles: If a storm is divided into 2 parts along the

route:
 Right-hand semicircle (RHSC): It is the half of the
storm, which lies to the right of the observer, who
faces along the route of the storm. For a stationary
observer, here the wind veers steadily.
 Left-hand semicircle (LHSC): It is the half of the
storm, which lies to the left of the observer, who
faces along the route of the storm. For a stationary
observer, here the wind backs steadily.
In the Northern Hemisphere (NH), conditions on the right-
hand side of storm direction are more severe than those
on their left-hand side. For that reason, in Northern
Hemisphere (NH), RHSC is called the “dangerous
semicircle” and LHSC is called the “navigable semicircle”.
In the Southern Hemisphere SH), the side of a storm
which lies to the right of the storm’s direction of movement
(RHSC) is called as “navigable semicircle” and the left
side (LHSC) is called “dangerous semicircle”.
The signs and symptoms of TRS are as follows:
 Heavy and long swell from Cyclone center. Swell can be experienced as much as a
thousand miles away. Swell is usually the first indication of the storm center, hence an
approaching TRS.
 Pressure will be very much lower than the normal. When barometric pressure falls below 5
MB than normal, along with other TRS confirmation factors, the approach of TRS is
confirmed.
 Cirrus clouds in bands or filaments aligned towards the direction of the storm center.
 At sunset, cloud color will be dark red or copper.
 Clouds will be dense and heavy with threatening appearances.
 Frequent lighting will be experienced.
 Availability of storm warnings from the local authority, based on satellite pictures and
observations from other ships. The warnings provide the position and pressure of the
storm center and also the probable direction of movement of the storm.
 The occurrence of squalls, which are increasing in frequency and intensity.
 The possibility of rain with violent torrential character.
 Sea waves are becoming heavy and dangerous.
 The shift of wind direction, in accordance with the rotation of winds of cyclonic spin.
Master:
 Check frequently the weather reports provided to ship when in latitudes where TRS may
form.
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 Be always alert to the characteristics indicating that a TRS is forming

 Take necessary actions when the approach of a TRS is confirmed:
o Obtain the bearing of the storm center:
 Face the wind, then the storm center will be within 100o to 125o on the right hand in
Northern Hemisphere (on the left hand in Southern Hemisphere) – Buys Ballot’s Law.
 The direction of the swell, this indicates roughly the storm center.
 The direction of the densest part of the huge bank of clouds also indicates the storm
center.
 If barometric pressure falls 5 MB below normal, then there is a possibility that ship is in
the well-developed outer storm area. If barometric pressure falls 20 MB or more below
normal, then there is a possibility that ship is near the eye of a well-developed TRS.
o Ascertain in which semi-circle the ship lies and take avoiding action:
 If you are in the northern hemisphere and the wind is veering (direction changes
clockwise), you are likely to be in the dangerous semicircle. Proceed with max. speed,
keeping the wind at 10o to 45o on the starboard bow. The ship should turn to starboard
as the wind veers. Where the wind direction is steady or backs (direction changes
counterclockwise), such that the ship is in the navigable semicircle, proceed at
maximum speed while the wind is brought onto the starboard quarter. The ship should
turn to port as the wind veers (Northern Hemisphere).
 If you are in the southern hemisphere and the wind is backing, the ship is likely to be in
the dangerous semicircle and should proceed with maximum speed, keeping the wind
10o to 45o on the port bow. The ship should turn to port as the wind backs. If the wind
direction is steady or backs, such that the ship is in the navigable semicircle, the wind
should be brought well on the port quarter and the ship must proceed with max. speed.
Turn to starboard as the wind backs (Southern Hemisphere).
 If the ship is in port when a TRS approaches and there is sufficient time to escape, it
may be better to put out to sea than staying at the berth as, even with the best
moorings, it is doubtful that the ship will be safe from the effects of the storm.

OOW: Refer to checklist N 010.

CAUTION

Establishing the Ship’s Location and Taking Avoiding Actions in a TRS

Wind Observation Northern Hemisphere Southern Hemisphere
Veering Ship located in dangerous Ship located in navigable
semicircle – Put the wind on the semicircle – In the path of TRS, put
starboard bow and alter course to the wind on the port quarter and
starboard as the wind veers. alter course to starboard as the
wind veers.
If pressure is falling the ship is located in the advance quadrant
Backing Ship located in navigable Ship located in dangerous
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semicircle – In the path of TRS, put semicircle – Put the wind on the
the wind on the starboard quarter port quarter and alter course to
and alter course to port as the wind starboard as the wind veers.
backs.
If pressure is falling the ship is located in the advance quadrant
Steady If pressure is falling the ship is located in the path of the storm

TRS quadrants in Northern Hemisphere TRS quadrants in Southern Hemisphere

[Link].6 Navigation in Ice

The first principle of successful ice navigation is to maintain freedom to maneuver. Once the ship
becomes trapped, she goes wherever the ice goes. Ice navigation requires great patience and
can be a tiring business. The open water long way round a difficult ice area whose limits are
known is often the fastest and safest way to port, or to the open sea when leaving a port.

When navigating in ice or in the vicinity of ice, Master must ensure proper
compliance with the regulations governing such navigation and exercise
the utmost care required in order to promote safe navigation.
WARNING

Master / OOW: Apply 4 basic ship handling rules when navigating in ice:
 Keep moving - even very slowly, but try to keep moving.
 Try to work with the ice movement and weaknesses but not against them.
 Avoid excessive speed, as almost always results in ice damage.
 Know your ship’s maneuvering characteristics.
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Excessive speed is the major cause of damage to ships by ice.

CAUTION
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[Link].6.1 Requirements when Navigating in Ice

Master / C/E: Ensure the following prior entering ice-covered waters:
 The propulsion plant and steering gear must be reliable and capable of a fast response to
maneuvering orders.
 The navigational and communications equipment must be equally reliable - maintain radar
at peak performance.
 Ballast light and partly loaded ships as deeply as possible.
 Excessive trim by the stern is not recommended, as it cuts down maneuverability and
increases the possibility of ice damage to the more vulnerable lower area of the exposed
bow.
 E/R suction strainers must be able to be removed easily and kept clear of ice and snow.
 Good searchlights must be available to aid in visibility during night navigation with or
without icebreaker support.
 Ships navigating in ice-covered waters may experience delays and, therefore, must carry
sufficient fresh water, supplies and maneuvering fuel.

OOW: Refer to checklist N 013.

CAUTION

[Link].6.2 Signs of Ice in the Vicinity

Master / OOW: When steaming through open water, it may be possible to detect the approach of
ice by the following signs:
 Ice blink: this is a fairly reliable sign and may be the first indication that an ice field is in the
vicinity. It can usually be seen for some time before the ice itself is visible and appears as
a luminous reflection on the underside of the clouds above the ice.
 The sighting of small fragments of ice often indicates that larger quantities are not far
away.
 Abrupt moderation of the sea and swell occur when approaching an ice field from leeward.
 The onset of fog often indicates the presence of ice in the vicinity.
On a clear day there may be abnormal refraction of light causing distortion in the appearance of
features. Although the ice field will be seen at a greater distance than would normally be possible
without refraction, its characteristics may be magnified out of all proportion – it may even appear
as giant cliffs of ice in the far distance, with breaks between them where the open water lies.
The following are signs of open water:
 Water sky: dark patches on low clouds, sometimes almost black in comparison with the
clouds, indicate the presence of water below them. When the air is very clear this
indication is less evident. When iceblink is visible at night, the absence of blink in some
sectors of the horizon may indicate open water but cannot be assumed to be water sky.
 Dark spots in fog give a similar indication, but are not visible for as great a distance as the
reflection on clouds.
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 A dark bank on a cloud at high altitude indicates the presence of patches of open water
below, which could lead to larger areas of open water in the immediate vicinity.

[Link].6.3 Entering the Ice without Ice-Breaker Escort

Non-ice-class ships with an open water speed of about 12 knots can become hopelessly beset in
heavy concentrations of relatively light ice conditions.
The ice-class ships with adequate power are able to make progress through first-year ice of
heavy concentrations (e.g., 6/10 to 7/10). Such ships are often able to proceed without any
assistance other than routing advice. In ice concentrations of 6/10 or less, the ice-class ships are
able to steer at slow speed around the floes in open pack ice without coming into contact with
very many of them.
The Company will always consider to engage the services of an Ice Navigator, when applicable.
Master / OOW:
 Do not enter ice if an alternative, although longer, open water route is available.
 Conduct a RA and brief the bridge team as to the situation and what may be required by
them.
 Do not underestimate the hardness of ice.
 Enter the ice at low speed to receive the initial impact; once into the pack, increase speed
gradually to maintain headway and control of the ship, but do not let the speed increase
beyond the point at which she might suffer ice damage. Pay attention to applied power in
areas of weak ice or open leads, pools, etc. where the speed might increase unnoticed to
dangerous levels if power is not taken off.
 Be prepared to go "Full Astern" at any time.
 Do not attempt to navigate in pack ice after dark without high-power searchlights which
can be controlled easily from the bridge; if poor visibility precludes progress, heave to in
the ice and keep the propeller turning slowly as it is less susceptible to ice damage than if
it were completely stopped, blocks of ice will also be prevented from jamming between the
blades and the hull.
 Avoid to go astern as propellers and rudders are the most vulnerable parts of the ship
during astern movements. If required to go astern, do it with care, and always with the
rudder amidships. If required to ram ice when brought to a halt, do not go astern into
unbroken ice, but move astern only in the channel previously cut by their own passage.
 Give a wide berth to all forms of glacial ice (icebergs, bergy bits, growlers) in the pack, as
they are current-driven whereas the pack is wind-driven. Large features of old ice may be
moving in a direction up-wind or across wind according to the direction of the current.
 Avoid, wherever possible, pressure ridges.
 Do not attempt to pass through pack ice under pressure. The ship may have to be
stopped in the ice until the pressure event is ended.
 Change the ship’s trim or list, when the ship becomes beset, to release her, especially in
high-friction areas of heavy snow-cover. Otherwise, the use of an icebreaker assistance to
free the ship is needed.
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Avoid stopping or becoming stuck in ice.

CAUTION

[Link].6.4 Entering the Ice with the use of Icebreakers

 Generic Instructions
Master / OOW:
 Request for icebreaker assistance, when necessary, in time, using the appropriate and
dictated formal process.
 Inform the shore authority or the Ice Operation Center about the position and the projected
movements of the ship when ice is present. Failure to follow the reporting procedures,
unsure ship’s ability to cope with prevailing ice conditions on their own, may cause
difficulties of providing icebreakers and can lead to serious delays.
 Inform the shore authority or the Ice Operation Center and the icebreaker of any change in
the state of the ship while awaiting an icebreaker escort.
 Maintain close communications with the icebreaker while under escort, normally by
radiotelephone on a selected and mutually agreed inter-ship VHF working frequency.
 Icebreaker Escort Operations
Master / OOW:
 Maintain the required escort distance astern of the icebreaker to the best of ship’s ability.
The progress made depends to a very great extent on the correct escort distance being
maintained. This distance is dictated by the existing ice conditions and the risk of collision
by the ship overtaking the icebreaker.
 Notify immediately the icebreaker when the ship has stopped for any reason. If the ship is
beset, the engines should be kept slow ahead to keep the ice away from the propellers.
The engines must be stopped only when requested by the icebreaker.
 Be caution that, because of unexpected ice conditions or in other emergency situations,
the icebreaker may stop or otherwise maneuver ahead of the ship without warnings. Be
always prepared to take prompt action to avoid overrunning the icebreaker.
 Convoys
Convoys of ships may be formed by the commanding officer of the icebreaker, after consultation
with the appropriate shore authority. The commanding officer of the icebreaker will determine the
order of station within the convoy, to be arranged to expedite the movement of the convoy
through the ice (not necessarily on "first come-first served" basis).
The ships in the convoy are responsible for arranging and maintaining a suitable and safe
distance between individual ships. The icebreaker will designate the required distance to be
maintained between itself and the lead ship of the convoy. If the ice conditions should change on
route, or if some ships have difficulty in following the ship ahead, the commanding officer of the
icebreaker may change the order of convoy station so that ships within the convoy can assist the
progress of others less capable than themselves.
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[Link].6.5 Ship Handling Techniques in Ice

Avoid stopping or becoming stuck in the ice. The longer open water way around a difficult ice
area whose limits are known is often the fastest and safest way to port or to reach the open sea.
 Before Entering the Ice
For an unstrengthen ship, or for a ship whose structural capability does not match the prevailing
ice conditions, it is preferable and safer to take any alternative open water route around the ice
even if it is considerably longer. An open water route is always better than going through a large
amount of ice. Any expected savings of fuel will be more than offset by the risk of damage, and
the actual fuel consumption may be higher by going through ice, even if the distance is shorter.
Master / OOW: Consider the following prior entering the ice field:
 Follow the recommended ice-route, provided either by relevant ice charts or ice service
offices. Adjust the ship’s course accordingly if changes are recommended during passage.
 Post extra look-outs and increase the bridge watch (see bridge manning matrix paragraph
[Link])
 Ensure that sufficient light is available to complete the transit of the ice field in daylight or
the ship is equipped with sufficient high-powered and reliable searchlights for use after
dark.
 Reduce speed to a minimum to receive the initial impact of the ice.
 Choose carefully the ship’s entry into the ice field, preferably area of lower ice
concentration. The ship should be at right angles to the edge of pack ice at entry to avoid
glancing blows.

 Brief the E/R personnel as to the situation and what may be required of them, as it may be
necessary to go full astern at any time, and engine maneuvers will be frequent as speed is
constantly adjusted.
 Adjust the ballast down to the ice draft, if appropriate, or to such a draft that would offer
protection to a bulbous bow, rudder, or propeller (as applicable).
 Ensure that the main engine cooling water intake will never become clogged with slush
ice.
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Do not underestimate the hardness of ice and its potential for inflicting
damage.
CAUTION
 After Entering the Ice
Master / OOW: Consider the following once the ship entered the ice field:
 Increase the speed slowly, according to the prevailing ice conditions and the vulnerability
of the ship. If visibility decreases while the ship is in the ice, speed should be reduced until
the ship can be stopped within the distance of visibility. If in doubt, the ship must stop until
the visibility improves. The potential of damage by ice increases with less visibility.
 Keep the propeller(s) turning at low revolutions to prevent ice from building up around the
stern, if the ship is stopped.
 Use the pack to its best advantage. Follow open water patches and lighter ice areas even
if initially it involves large deviations of course.
 Be aware following an open water lead at excessive speed, in limited visibility, it may be
the trail of an iceberg
 Do not allow the speed to increase to dangerous levels when in leads or open pools within
an ice field, or when navigating open pack conditions.
 Turning in Ice
Changes in course will be necessary when the ship is in ice. If possible, carry out course changes
in an area of open water or in relatively light ice, as turning in ice requires substantially more
power than turning in water, because the ship is trying to break ice with its length rather than with
its bow, turns should be started early and make as wide an arc as possible to achieve the new
heading.
Master / OOW:
 Take care even when turning in an open water area, as it is easy to underestimate the
swing of the ship and to make contact with ice on the ship's side or stern: a glancing blow
with a soft piece of ice may result in the ship colliding with a harder piece.

 Be aware that the ship will have a strong tendency to follow the path of least resistance
and turning out of a channel may be difficult or even impossible. Ships that are equipped
with twin propellers should use them to assist in the turn.
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 Consider, in very tight ice conditions, to apply full power and leave the rudder amidships.
This allows ship to find the least resistance without any drag from the rudder in trying to
maintain a straight course by steering.

Avoid turning in heavy ice – seek lighter ice or open water pools.

CAUTION

 Decide what type of turning maneuver will be the appropriate, if it is not possible to turn in
an open water area. If the turn does not have to be sharp then it will be better to maintain
progress in ice with the helm over.
 Perform a star maneuver, when ice conditions are such that the ship's progress is
marginal and the effect of the drag of the rudder being turned may be sufficient to halt the
ship's progress completely. This maneuver is the equivalent of turning the ship short round
in ice by backing and filling with the engine and rudder. Weight the dangers of backing in
ice to accomplish the star maneuver, against any navigational dangers of a long turn in
ice. Care must be taken while backing on each ram that the propeller and rudder are not
forced into unbroken ice astern.
 Backing in Ice
Backing in ice is a dangerous maneuver as it exposes the most vulnerable parts of the ship, the
rudder and propeller, to the ice.
Master / OOW:
 Attempt, backing in ice, only when it is absolutely necessary. In this exceptional case the
ship must move at dead slow astern and the rudder must be amidships.

 Use a short burst of power ahead to clear away the ice, if ice starts to build up under the
stern. Using this technique of backing up to the ice and using the burst ahead to clear the
ice can be very effective, but a careful watch must be kept of the distance between the
stern and the ice edge. If a good view of the stern is not possible from the bridge, post a
reliable lookout aft with access to a radio or telephone.
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Avoid backing in ice whenever possible. If you must move astern, do so with
extreme caution at dead slow.
CAUTION

 Precautions to Avoid Becoming Beset

Master / OOW: Consider the following to avoid becoming beset:
 Avoid areas of ice under pressure. Ice can be put under pressure in several ways. The
most common pressure situation occurs when open pack ice closes because of prevailing
winds, but it may also occur when tides, currents, or on-shore breezes blow ice onto the
shore.

Any ship that is not strengthened for operating in ice should avoid floes that
are rafted or ridged.
CAUTION

 Be aware that the danger from becoming beset is increased greatly in the presence of old
or glacial ice, as the pressure on the hull is that much greater.
 Check, when in pack ice, for any signs of the track closing behind the ship. Normally there
will be a slight closing from the release of pressure as the ship passes through the ice, but
if the ice begins to close up completely behind the ship it is a strong sign that the pressure
is increasing.

 Watch for a change in the wind direction or tide, if proceeding along an open water lead
between ice and shore, or ice in motion and fast ice, as the lead can close quickly.
 Freeing a Beset Ship
Master / OOW: To free a beset ship, it may be necessary to wait for conditions to improve or it is
necessary to loosen the grip of ice on the hull, which may be accomplished in several ways:
 Go ahead and astern at full power while alternating the helm from port to starboard, which
has the effect of levering the ice aside. Care must be taken when going astern to ensure
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that no ice goes through the propeller(s), or if the ship frees itself that it does not make
sternway into any heavy ice. In ships with twin propellers, they should be alternated with
one ahead and one astern for a few minutes, then each changed to the opposite direction,
slewing the stern from side to side to create a wider opening in the ice astern.
 Alternate the ballast to port and to starboard to list the ship and change the underwater
shape. This method should only be done with knowledge of the possible consequences of
an exaggerated list if the ship comes free quickly.
 Alternate the filling and emptying of the fore and after peak tanks is a safer maneuver than
using the ballast tanks, but it is usually only effective in changing the trim for the bow to
get a better angle of attack on the ice ahead, or for the propellers to be given a better grip
by greater submersion. It can also be effective in extracting from a ridge, by raising the
bow so that the ship slides backwards as the bow is raised.
 Ramming
Ramming is particularly effective when attempting progress through ice that is otherwise too thick
to break continuously.

Ramming should not be undertaken by ships that are not ice-strengthened or

by ships with bulbous bows. Ice-strengthened ships, when undertaking
ramming, should do so with extreme caution.
CAUTION

Master / OOW:
 Ensure that there is a process of trial and error to determine the optimum distance to back
away from the ice edge to build up speed. The optimum backing distance will be that
which gives the most forward progress with the least travel astern. It is always necessary
to start with short rams to determine the thickness and hardness of the ice. All ships must
pay close attention to the ice conditions, to avoid the possibility of lodging the ship across
a ridge on a large floe. Floes of old ice which may be distributed throughout the pack in
northern waters, must be identified and avoided while ramming.
 Undertake ramming with extreme caution because the impact forces caused when the
ship contacts the ice can be very high. For ice-strengthened ships these forces may be
higher than those used to design the structure and may lead to damage. However, if the
ramming is restricted to low speeds, the risk of damage will be greatly reduced.
 Anchoring in Ice
Master / OOW:
 Avoid anchoring in the presence of ice except in an emergency, but if such anchoring is
necessary, only the minimum amount of cable / shackle must be used and the capstan /
windlass must be available for immediate use.
 Keep the engines on standby, or kept running, if the start-up time is more than 20 minutes.
 Stop the ship in fast ice, if the water is too deep to let go an anchor (when the conditions
permit). When off-shore in deep water, the ship can safely stop in the drift ice without
anchoring, when darkness or poor visibility prevents further progress. The ship will then
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drift with the ice and may be turned around by the ice, but she will be quite safe if properly
placed before shutting down.
 Berthing in ice-covered waters can be, and usually is, a long process.
Master / OOW:
 Place, when approaching a berth in ice-covered waters (even if this is not the normal
practice) to have an officer on the bow to call back the distance off the wharf or pier
because a variation in ice thickness (not observed from the bridge) can result in a sudden
increase or decrease in the closing speed of the bow and the wharf.
 Bring the ship alongside with as little ice as possible trapped between the ship and the
dock face. Care must be exercised not to damage the wharf by contact with the ship, or by
forcing ice against pilings. The ship itself can be damaged by forcing unbroken floes of
hard ice against the unyielding facing of a solid berth.

 Keep the ship secured alongside and not allow ice to force its way between the ship and
the dock.
 Consider to move the ship off the dock, when there is ice moving around the ship.
 Keep the engine(s) stand by at all times, as the ice conditions can change quickly when
alongside a wharf.

Keep the engine(s) on standby at river berths or strong tidal areas where ice
is in motion.
CAUTION

 Towing in Ice
Towing in ice on a long wire is possible, although the strain on the tow line is much greater than in
an open water tow as the tug or icebreaker is subject to the sudden acceleration/deceleration of
icebreaking. The situation can be alleviated somewhat if there is an icebreaker making a track
ahead of the towing icebreaker.
Master / OOW:
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 Avoid to undertake any towing operation in ice without the benefit of properly trained and
experienced crew. The towing in ice requires specialized skills in towing and ice
navigation, coupled with appropriate purpose-designed equipment.
 Ensure that the towing equipment is robust and allows frequent changes in towline length.
The use of shock absorbing springs or heavy surge chains is recommended. Bridle
arrangements must optimize maneuverability to allow the ship and tow to be navigated
around heavy ridges and ice floes.
 Verify that the connection between ship and tug incorporates a weak link, usually a lighter
pendant, which will fail before the tow-line or bridle.
 Ensure that, in difficult ice conditions, the towline is kept as short as possible to avoid
having the towing-wire pass under the ice floes, due to the weight of the wire and the
catenary formed by a longer line.
 Speed
Master / OOW:
 Remember that the force of impact varies as the square of the speed. Thus, if the speed
of the ship is increased from 8 to 12 knots, the force of impact with any piece of ice has
been more than doubled.
 Ensure that when maneuvering in ice, the ship keeps moving. The prudent speed in a
given ice condition is a result of the visibility, the ice type and concentration, the ice class,
and the maneuvering characteristics of the ship (how fast it can be stopped).

[Link].6.6 Ice Hazard Detection

Although a careful lookout will help the ship avoid large ice hazards (such as icebergs), there is
still a need for the close-range detection of ice hazards, such as small icebergs and old ice floes.
Close-range ice navigation is an interactive process, which does not lend itself to traditional
passage planning techniques.
Two groups of equipment aid in close-range hazard detection: visual (searchlights and
binoculars) and radar (both X- and S-band marine radars and the newer enhanced ice radar
systems).
 Use of RADAR for Ice Detection
Master / OOW: Consider the following for RADAR use to detect ice:
 RADAR can be a great asset in ice navigation during periods of limited visibility, but only if
the display is properly interpreted. Ice makes a poor RADAR target beyond 3 to 4 nautical
miles and the best working scale is in the 2 to 3 nautical mile range.
 RADAR signal returns from all forms of ice (even icebergs) are much lower than from ship
targets, because of the lower reflectivity of RADAR energy from ice, and especially snow,
than from steel. Detection of ice targets with low or smooth profiles is even more difficult
on the RADAR screen, although the RADAR information may be the deciding factor when
attempting to identify the location of these targets under poor conditions, such as in high
seas, fog, or in heavy snow return.
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Master / OOW: Do not rely solely on RADAR for the detection of ice and/or
icebergs because they may not appear as clearly defined targets. Exercise
prudence when navigating in the vicinity of ice or icebergs.
CAUTION

 Ice within 1 mile of, and attached to, the shore may appear on the RADAR display as part
of the land itself. In order to differentiate between the 2, the receiver gain has to be
reduced.
 The absence of sea clutter also may indicate that ice is present.
 Although ridges may show up well on the RADAR display, it is difficult to differentiate
between ridges, closed tracks of ships and rafted ice, as all have a similar appearance on
RADAR.
 The effectiveness of RADAR systems will vary with power and wavelength. The optimum
settings for the RADAR will be different for navigating in ice than for open water. As the
RADAR reflectivity of ice is much lower than for ships or land, the gain will have to be
adjusted to detect ice properly. Generally, high-power RADARs are preferred. RADARs
with 50 kW output provide much better ice detection capability than 25 kW RADARs.
Similarly, 3-centimetre RADARs (x-band) provide better ice detail while 10-centimetre
RADARs (s-band) show the presence of ice and ridging at a greater distance - it is
therefore recommended that both wavelengths be used.
 Iceberg Detection
Master / OOW: Consider the following for RADAR use to detect icebergs:
 Icebergs normally have a high freeboard and, as such, they are easy to detect visually (in
clear conditions) and by ship's RADAR.
 In poor to no visibility, RADAR must be relied upon. The RADAR return from an iceberg
with low freeboard, smooth surface, or deep snow cover is less obvious, particularly if
surrounded by bright returns from sea or ice clutter.
 Depending upon their size, aspect and attitude, icebergs may be detected at ranges
between 4-15 nautical miles or even further; detection ranges diminishing in fog, rain, and
other conditions affecting the attenuation of RADAR return.
 Iceberg RADAR targets will sometimes cause a “RADAR shadow” on the far side, in which
other targets will not show.
 A large iceberg with a long and gently sloping aspect may not provide enough reflective
surfaces to show at all on RADAR, so it should never be assumed that just because there
are no targets in view there are no icebergs around.
 As the ship gets closer to the iceberg, the size of the RADAR target reduces and may in
fact disappear when very close to the iceberg, in which case only the shadow will remain
to warn of the iceberg's presence. For this reason, it is important to plot any iceberg
(which has not been sighted visually) that the ship may be approaching, until the point of
nearest approach has passed.
 Bergy Bit and Growler Detection
From time-to-time pieces of ice break off, or calve, from an iceberg. The larger pieces are known
as bergy bits, and the smaller pieces are known as growlers. Whereas the iceberg moves in a
direction that is primarily the result of current because of its large keel area, the growlers and
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bergy bits are primarily wind driven, and will stream to leeward of the iceberg. While this is the
general case, the effects of strong tidal currents may alter this pattern.
Master / OOW:
 Move to windward of icebergs to avoid bergy bits and growlers
 Bear in mind that the passing distance from the iceberg is a function of the circumstances:
o The closer the ship passes the more likely the encounter with bergy bits, and
o A very close pass should be avoided because the underwater portion of the
iceberg can protrude some distance away from the visible edge of the iceberg at
the sea surface.

 Check carefully for radar shadows which may identify bergy bits with less height
differential, or when the ice or water background is more cluttered.
 Be aware that detection of bergy bits by RADAR is difficult in pack ice, especially if there is
any rafting, ridging, or hummocks which cause backscatter and also may produce
shadows that can obscure a bergy bit.
 Be aware that, growlers, because of their low freeboard and smooth relief, are the most
difficult form of glacial ice to detect (both visually and on RADAR) and, therefore, are the
most hazardous form of ice.
 Remember that the exact location of each growler cannot be identified for certain amongst
ice floes, therefore, care must be taken to determine a safe speed through the ice-covered
area when navigating by RADAR.

Master / OOW: Growlers are almost impossible to detect by RADAR. They

pose an immense threat to ships. Constant visual and RADAR monitoring
must be maintained in any area where growlers are expected.
CAUTION

 Old Ice Floes

Old ice can be distinguished from first-year ice by more rounded and weathered surface, light
blue color, higher freeboard, and a well-defined system of melt-water channels.
Master / OOW:
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 Be aware that, the detection of old ice floes is primarily visual, because differentiation
between first-year and old ice on marine RADAR is not possible.
 Use ice analysis charts to avoid areas of high concentrations of old-ice.
 Watch for old ice even in areas where it is not identified on ice charts. Visual identification
is possible up to 1 to 2 nautical miles from the ship in good weather.

 Visibility
Operating in restricted visibility is inevitable in, or near, ice-covered waters, because of
precipitation, fog or darkness. Travel through ice may, however, continue at night or in fog, which
is common in the ice-covered areas during the open water period, and visibility is often reduced
by blowing snow during the winter.
Master / OOW: Make all possible effort to minimize the chances of collision with ice or other
ships in poor visibility:
 Maintain of a constant visual and RADAR lookout.
 Use the searchlights at night (which may be counter-productive in fog or precipitation
through reflected glare).
 Reduce the speed before entering any ice field in poor visibility and not increasing speed
before the threat has been determined.
 Reduce the speed in any ice situation where the ratio of glacial and old ice to first year ice
indicates a significant increase in the chance of collision with hazardous ice.
 Identify the location of icebergs, bergy bits, and growlers on RADAR before they are
obscured by sea or ice clutter, and track these targets on ARPA.
 Switch between ranges to optimize the RADAR for iceberg detection when navigating in
pack ice.
 Use the RADAR to detect icebergs and bergy bits by observing their RADAR shadows in
mixed ice cover.
 Recognize the difficulty of detecting glacial and old ice in open pack ice with RADAR when
little or no RADAR shadow is recognizable.
 Follow the icebreaker and maintain the required distance by RADAR. If the icebreaker
suddenly slows or its position is lost on the RADAR screen, a collision may occur. In these
situations, maintain VHF radio contact and constant monitoring of the RADAR distance
between ships.

[Link].6.7 Ice Information

To conduct a sea voyage, within an ice-covered area, safely and efficiently, the ship must have a
well-founded understanding of the operating environment.
Master / OOW:
 Ensure that before entering ice-covered waters, adequate ice information is available to
support the voyage from beginning to end. The ways and means of acquiring ice
information suitable for navigation vary from one source to another. Content and
presentation formats also vary depending on the nature of the system used to acquire the
raw data, and the degree of analysis or other form of enhancement which may be
employed in generating the final product.
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 Consider carefully the required level of information, and make appropriate arrangements
for its delivery to the ship.
 Be aware that the distribution of charts of operational ice conditions is mostly conducted
via digital network links or by radio facsimile (refer to NP283 ALRS Volume 3). Most ice
charts and other ice information are available on the Internet.

Network
Content
Service
Baltic Sea Ice The purpose of Baltic Sea Services (BSIS) is to create a harmonized range
Service of ice information products and services for the Baltic Sea and adjacent
waters which are tailored to the needs of users and provide a better basis
for decision making, thus contributing to the safety of navigation. The latest
ice conditions are collected on a daily basis for Denmark, Estonia, Finland,
Germany, Latvia, Lithuania, Norway, Poland, Russian Baltic ports and
Sweden.
[Link]
Japan Sea ice chart Far East - Okhotsk Sea, Sakhalin.
Meteorological [Link]
Agency
Polar view The ice service at Swedish Meteorological and Hydrological Institute (SMHI)
produce daily ice charts for the Baltic Sea region and provide expertise to
the ice breaking management at the Swedish Maritime Administration. Ice
charts and reports are available free of charge for the Baltic region.
[Link]
The Northern The main target for NSRA is to ensure safe navigation and protection of
Sea Route marine environment from the pollution in the water area of the Northern Sea
Administration route. Relevant administrative and operational information, such as weather
(NSRA) and ice conditions, for the Northern Sea Route is available for all users at
the current website. [Link]
Kongsberg KSAT is a Norwegian provider of satellite ground station services and
Satellite satellite based maritime monitoring services. KSAT provides near real-time
Services AS access to the satellite images for users operating in the high North. This
enables users to receive real time information on the prevailing sea
conditions.
[Link]
Canadian Ice The Canadian Ice Service is the leading authority for information on ice in
Service Canada's navigable waters. The Ice service provides the public with direct
access to ice and iceberg information. The website contains a substantial
amount of information on ice and iceberg conditions. Ice charts and ice
bulletins can be downloaded from the website below. Area: Canadian
waters, Eastern Arctic, Hudson Bay, Western Arctic among others).
[Link]
forecasts-observations/[Link]
National NWS provides weather, hydrologic and climate forecasts and warnings for
Weather the US, its territories, adjacent waters and ocean areas. The Anchorage
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Service (NWS) forecast office is responsible for the southern portion of the state from the
Canadian border just north of Yakutat and all the way west to the end of the
Aleutian chain. Graphic analyses of sea surface temperatures and sea ice
as well as five-day sea ice forecast can be viewed at
[Link]

[Link].6.8 Passage Planning and Ice Navigation

The presence of sea ice along the planned route adds importance to the traditional practice of
passage planning, necessitating the continual review of the entire process throughout the voyage.
The passage planning for ice covered areas takes place in 2 phases:
 Strategic, when in port or in open waters
 Tactical, when near or in ice-covered waters.
 Strategic Phase
Navigation Officer:
 At the Appraisal Stage:
o Identify all information sources used in open water passage planning, plus any
others that can be obtained to give the most complete picture of the ice
conditions possible.
o Determine the availability of ice information from the Internet web sites where
ice information is freely available or radio facsimile.
 At the Planning Stage:
o Assess the ice conditions that the ship is likely to encounter along the length of
its planned route. Route planning relies on weather forecasts and available
publications on the ice climatology of the region to be encountered in addition to
standard nautical publications.
o Develop a route to the destination based on the information obtained in the
appraisal stage, and have this laid off on the appropriate ENCs. The principals
involved will be the same as in open water passage planning.
o Develop the passage plan with the following limitations of the elements of the
Ice Navigation system in mind:
 Availability of ice information
 Diminished effectiveness of visual detection of ice hazards in late season or winter
voyages
 Increased difficulty of detecting ice hazards in combined conditions of open ice and
reduced visibility.
o Mark the ENCs with additional information that include:
 The anticipated ice edge, areas of close pack ice and the fast ice edge
 Any areas of open water where significant pack ice may be expected
 Safe clearance off areas known to have significant concentrations of icebergs
 Any environmentally sensitive areas where there are limitations as to course, speed,
or on-ice activities.
 At the Execution Stage:
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o Develop the estimated time of arrival for the destination based on the ice
conditions expected along the route. Take into account any expected reductions
in speed or large deviations in course for reduced visibility, passages in
consolidated ice, areas of higher concentrations of old ice, and delays in waiting
for information.
o Consider the point at which it is necessary to ballast down to ice draft and to
reduce speed.
o Consider when extra lookouts will be required or when watches are likely to be
doubled for entering ice or approaching areas of low visibility or high numbers of
icebergs / bergy bits / growlers.
 At the Monitoring Stage:
o Monitor the route until the ice-covered areas are reached.
o Be aware that the quality and quantity of ice information improves, as the ship
approaches ice-covered waters, which increases the accuracy of estimates for
times of arrival and may perhaps indicate a change in route.
 Tactical Phase
If no detailed ice information is available before reaching the ice-covered area, the ship may be
limited to the strategically planned route rather than a tactical one. All efforts should be made to
obtain detailed information on ice conditions, particularly when consolidated ice is likely to be
encountered, where high concentrations of old ice are expected or in highly mobile ice.
Navigation Officer:
 At the Appraisal Stage: Gather tactical information, based mainly (but not exclusively) on
the acquisition of ice observation and analysis charts. The reception of these charts
depends on the ship being fitted with a facsimile machine capable of being tuned to
required frequencies. Additional inputs consist of marine radar (X and S-bands), visual
observations, and processed radar imagery. Download ice charts from the Internet where
available.
 At the Planning Stage: Develop a passage plan on large-scale charts. If further
information has been obtained, this may involve a track planned on a small-scale chart.
Planning with additional information entails laying off the route to take the best advantage
of optimum ice conditions, including:
o Finding open water leads
o Finding first-year ice leads in close ice or old ice fields
o Avoiding areas of ridging and areas of pressure or potential pressure.
 Transfer the intended track to large-scale charts and checked for adequate water depth.
The 2 sources have to be reconciled so that the best route is also a safe route. Once the
route is plotted in the charts, it may need further information.
 At the Execution Stage:
o Revise, if necessary, the estimated times of arrival, once the route has been
determined.
o Consider any change in weather conditions, particularly visibility or wind
direction and speed, before executing the plan, as they are important for
estimating pressure areas or where open water leads may be located.
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 At the Monitoring Stage: Monitor the progress of the passage on the chart by conventional
means and continue with ice navigation.

Navigating in high latitudes requires great care in the procedures and in

the use of information. The remoteness of high latitudes and the proximity
to the North Magnetic Pole has an effect on the ENCs that are supplied
and the navigation instruments that are used with them.
WARNING

[Link].7 Helicopter Operations (Ship Handling)

The helicopter operations demand clear understanding of safety requirements for both the ship
and the helicopter (see the SMS paragraph 7.9.17).
The Company weather criteria for the helicopter operation are as follows:

Weather Criteria Limit

Mean Wind Speed Up to 40 knots (8 bf)
Gusts Wind Up to 47 knots (9 bf)
Horizontal Visibility Up to 2 nautical miles
Vertical Visibility Up to 150 meters
Significant Wave Height Up to 3 meters

Master: If, for any reason, you wish to set stricter weather criteria, these must be included on
your Standing orders.

Note
See detailed instructions in ICS publication “Helicopter / Ship Operations”.

Master:
 Produce a RA that identifies the hazards and evaluates the risks of ship handling during
the helicopter approach, landing and takeoff stages.
 Brief all OOW regarding the helicopter operational plan.
 Consider the bridge team manning requirements, including the availability of an
appropriate response in case of an incident (see the bridge manning matrix on paragraph
[Link]).
 Maintain a direct communication (at VHF channel) with helicopter pilot in English
language.
 Notify the helicopter pilot immediately, when:
o The ship changes or intends to change heading by 10o or more, and/or
o The ship is aware that pitch, heave or roll has changed, or it reaches or exceeds
the required limits.
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 Keep the ship fully maneuverable throughout the helicopter operation. Where this is not
possible, e.g., when the ship at anchor, discuss with the helicopter pilot the situation and
decide whether the operation can take place safely without the ship being underway.
 Maintain course and speed while the helicopter is on approach and whilst on deck.
 Select a suitable course and speed to ensure that spray, roll or pitch are kept to minimum,
otherwise suspend any helicopter operation.
 Control the excessive motion of the ship when transfer of passengers by winch. Keep as
stable a platform as possible; a change of ship’s course may be required for this purpose.
OOW:
 Liaise with Master about prevailing and forecast local weather conditions, so that a prompt
decision can be made on whether to start helicopter operations.
 Inform the helicopter operator with the weather report at least one hour before helicopter’s
scheduled time of departure from heliport.
 Report, at frequent intervals to helicopter pilot, the ship’s exact position, course, speed
with wind direction and velocity, relative speed, pitch, roll and condition of the landing
winching area (e.g., dry, wet with spray, etc.)
 Maintain the Bridge Log Book with the relevant entries regarding helicopter operations.

OOW: Refer to checklist P 016.

CAUTION

[Link].7.1 Helicopter / Ship Night Operations

Master: Consider the following for night operations:
 The helicopter landing or winching area must be adequately lit. Arrange the floodlights to
illuminate the whole area; these must be properly angled and shielded (as necessary) to
ensure that they do not dazzle the pilot on approach to, or on take-off from the ship.
 Place a wind direction pennant properly to indicate the wind conditions at the operating
area.
 The lighting must be in operation until the departing helicopter is well clear from the ship.

Unless adequate lighting is provided, landing / winching operations must be

confined to daylight only.
CAUTION

[Link].8 Man Overboard (M.O.B)

There are 3 situations of actions when a person fells overboard a ship:
 Immediate action, the person overboard is noticed from bridge and action is taken
immediately.
 Delayed action, the person is reported to bridge by an eyewitness and action is initiated
with some delay.
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 Person missing action, the person is reported to bridge as missing.

Master:
 Attempt to recover the person overboard as soon as possible.
 Increase the bridge manning level.
 Assume the role of on-scene coordinator, if requested.
OOW:
 Mark and note position and time from GNSS.
 Mark the position in the ECDIS.
 Throw the M.O.B lifebuoy over the side as close to the person as possible.
 Engage hand steering.
 Sound 3 prolonged blasts on the general alarm, hail "man overboard".
 Check the traffic situation and the proximity of navigational hazards.
 Commence recovery maneuver.
 Note wind speed and direction.
 Inform the Master and E/R.
 Post look-outs to keep the person in sight.
 Set off dye marker or smoke flare.
 Inform the ships in vicinity. Broadcast a DISTRESS message, if appropriate.
 Stand by the engines.
 Prepare recovery of person(s) from the water.

Refer to ship specific “Plans and Procedures for Recovery of Persons from
the Water”.
CAUTION

 Distribute portable VHF radios for communication between bridge, deck, and lifeboat.
 Record the events on the Bridge Log Book.
 Hoist the OSCAR flag.

[Link].8.1 Recovery Maneuvers

 Williamson Turn
The Williamson turn is most preferred maneuver for recovering a
person overboard as it can be used in any condition of visibility
and weather. It is used to bring the ship back to a point it
previously passed through, in order to recover the casualty at sea.
Master / OOW:
1. Set rudder hard over (in an “immediate action” situation,
only to the side of the casualty).
2. After deviation from original course by 60 o, rudder hard
over to opposite side.
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3. When leading 20o, short of opposite course, rudder to midship position and ship to be
turned to opposite course.
 Anderson Turn
The Anderson turn is most appropriate when the point to be
reached remains clearly visible. For other situations, the
Williamson turn is more appropriate. The Williamson Turn
requires more time to return to the target point.
Master / OOW:
1. Set rudder hard over (in an “immediate action” situation,
only to the side of the casualty).
2. After deviation from the original course by 250o, rudder
to midship position and stop the ship.

[Link].9 Search and Rescue (SAR) Operation

A SAR operation requires good communication and all ranks working together to ensure a
coordinated response between the various rescue units in the operation.

Master / OOW: IAMSAR Volume III is the definitive source of guidance for
any SAR operations.
WARNING

Master / OOW:
 Be familiar your responsibilities in a SAR operation. Review SAR procedures periodically
on IAMSAR Volume III and keep yourself apprised.
 Identify the agreed On-Scene Commander (OSC). Ensure the ship's safety, and follow the
orders of the OSC as far as practicable, particularly where a casualty may only have
limited survival time.
 Do not rush to provide help to others without proper planning. If the passage plan needs to
be amended to assist a distress call, remember that the route still needs to be carefully
checked, despite the urgency of the situation, particularly if the ship is in coastal or
confined /restricted waters.
 Determine the nature of the danger before start approaching the other ship in danger. For
example, the other ship may have run aground, in that case closing the position with the
other ship may put your own ship in danger.
 Comply all times with COLREGs.
 Consider the bridge team manning requirements (see the bridge manning matrix on
paragraph [Link]).
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Under long-standing traditions of the sea and various provisions of

CAUTION international law, ships are obligated to assist others in distress at sea
whenever they can safely do so.

[Link].10 Special Areas under MARPOL

Special Areas are defined as certain sea areas in which, for technical reasons relating to their
oceanographical and ecological condition and to their sea traffic, the adoption of special
mandatory methods for the prevention of sea pollution is required. Under the MARPOL, these
special areas are provided with a higher level of protection than other areas of the sea.
Master:
 Follow the local and/or international measures implemented for ship’s transit through the
special areas.
 Produce a RA that identifies the hazards and evaluates the risks of passing through a
special area.
 Brief the bridge team members regarding the requirements related to ship’s transit within a
special area.
 Consider the bridge team manning requirements (see the bridge manning matrix on
paragraph [Link]).
Navigating Officer: Include information and guidance for routes through special areas, in the
passage plan (refer to passage plan form N 001).
OOW:
 Keep the Master, the C/O and the C/E updated regarding ship’s ETA at the special area’s
boundaries at regular intervals. Consider that they may need reasonable time in advance,
to take the necessary measures in accordance to MARPOL requirements. Advise them
when the ship exits the special area.
 Keep records for the ship’s passage within the special area in the Bridge Log Book.

Master: Refer to Appendix II of this Chapter regarding the passage through

Special Areas under MARPOL.
CAUTION

[Link].11 Particularly Sensitive Sea Areas (PSSA)

The need of sea protection in some areas is particularly great, because of ecological, socio-
economic or scientific significance. These areas, are vulnerable to damage from international
maritime activities and require special protection. The IMO has established a mechanism by
which these so-called PSSAs can be identified and formally designated, together with special
protective measures that ships must follow.
Master:
 Avoid passing from PSSAs, if applicable. Consult IMO publication “Ship’s Routeing”, which
includes general provision on ship’s routeing, as to avoid passing through PSSAs.
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 Follow the local and/or international measures implemented for ship’s transit through the
PSSA area, if the passing through the PSSA is unavoidable. These measures may
require:
o Course alteration and use of an alternative passage if the PSSA has designated
as “area to be avoided”.
o Following a reporting system for passing through PSSA.
o Transit through specific TSS for the area.
 Produce a RA that identifies the hazards and evaluates the risks of passing through a
PSSA. Inform the HSE department / DPA and seek for their approval. It is your discretion
to proceed or not.
 Brief the bridge team members regarding the transit through the PSSAs.
 Consider the bridge team manning requirements (see the bridge manning matrix on
paragraph [Link]).
Navigating Officer: Include information and guidance for routes through PSSA, in the passage
plan (refer to passage plan form N 001).
OOW:
 Keep the Master updated regarding the PSSA transit. Provide him with ETA at regular
intervals.
 Keep records for the ship’s transit within PSSAs in the Bridge Log Book.

Master: Refer to Appendix III regarding the transit within PSSA.

CAUTION

[Link].12 Preparation for Arrival

The ship’s arrival in port is an extremely important aspect of ship’s voyage and both bridge and
engine departments must prepare themselves well in advance.
Master:
 Provide all necessary information to port authorities and ship’s agent for ship’s clearance.
When arriving in a E.U. port notify the port authorities if the ship is carrying dangerous or
harmful cargoes (i.e., Master’s E.U Territorial Waters / Port Arrival Notification)
 Discuss with the bridge team members and the C/E, prior arrival at a port, all the matters
that would be required for safe approach and berthing of the ship.
 Assign the OOWs with duties necessary to ensure the safe ship’s arrival at the port.
 Inform well in advance, at least 2 hours, the ship’s arrival time to C/O and C/E.
 Check the full control of engine and steering functions prior coastal waters and/or before
actual maneuvering process begins.
C/O – C/E: Report to Master whether your respective departments are ready for the arrival.
OOW: Test all navigation and communication equipment as per checklist N 018. Record the
results in the Bridge Log Book.

Note
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When the vessel approaching US or Canadian territorial waters, an additional report (Notice of
Arrival – NOA, 33 CFR 160) shall be sent to the National Vessel Movement Center (NVCM) by e-
mail or fax, 96 and 24 hours prior to the arrival. The Master shall forward a copy of this report to
the Local Agents, charterers, etc. and to the Head Office. Copy of this report is provided in by
vessel’s QI in the VRP.

[Link].13 Preparation for Departure

Master:
 Inform the C/O and C/E with the exact time of departure, well in advance.
 Ensure that all navigation aids, including communication devices, are available, and that
the ship’s propulsion and steering systems are fully operational.
 Notify all third parties for ship’s departure.
 Ask ship’s agent and/or port authorities to arrange all necessities for ship’s departure,
including ship’s clearance.
C/O:
 Proceed with pre-departure safety and security checks.
 Ensure that all crew members are onboard.
 Report to Master deck department readiness for departure.
C/E:
 Test the emergency generator prior departure and verify its proper operational condition.
 Ensure that the engine personnel are in place and ready for departure.
 Verify that the main engine and auxiliary machineries are readily available for departure.
 Report to Master engine department readiness for departure.
OOW: Test all navigation and communication equipment as per checklist N 017. Record the
results in the Bridge Log Book.

[Link] Log Books

Log Books and records books on the navigation bridge include:
The Official Log Book. The Master usually fills this in. However, there are times when the OOW
may be asked to countersign entries or write entries under authorization from the Master. The
Official Log Book is supplied by the Flag State.
Bridge Log Book. This is the primary Log Book for the bridge and entries are made by each
OOW for every watch, at sea, at anchor and in port. The Bridge Log Book is an official document
and a complete and accurate record of navigational activities and incidents which are of
importance to safety of navigation and which must contain sufficient details to restore a complete
record of the voyage. Information to be recorded includes, but are not limited to, ship’s position,
steered course and speed, the times and positions when passing waypoints, land or sea marks,
weather and sea conditions, incidents and events including pilot embarkation/ disembarkation,
times of attendance and connection and disconnection of tugs, times of berthing and unberthing,
hazardous occurrences and accidents and any unexpected or extraordinary event at sea and in
port. Details for the entries are also included in the log itself. Bridge Log Books are supplied by
the Company.
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Bridge Movement Log Book ('Bell Book'). This is a Log Book for entering ship movements
(bridge and engine commands). Ships equipped with automatic Engine Order Logger, where
entries are automatically done, should not complete Bell Books; instead, should ensure that the
logger is properly functioning, the recording paper is in order, and the recording time is adjusted
when necessary (refer to paragraph [Link].2).
Compass Error Log Book. A compass error should be taken at least once per watch and
entered into the Log Book. This should be compared with the compass deviation card and
previous compass errors to monitor for changes and large observations.
GMDSS Log Book. As required by the Flag Administration, the GMDSS Log Book should
contain: a. a summary of communications relating to distress, urgency and safety messages,
which include dates and times in UTC and details of the ships involved with their position, b
records of equipment tests, c. records of important incidents connected with the radio service and
d. where appropriate the ship’s position at least once per day. and transmissions should be
entered, together with a record of broadcasts, stations, times, dates and positions. It is
maintained each day and as appropriate. The GMDSS Log Book is supplied by the ship’s Flag
State.
RADAR Log Book. Dedicated Radar Log Book must be maintained for each radar installation. At
every watch, before ship’s arrival or departure and before heaving up the anchor, the radar
performance test should be conducted as per maker’s instructions and the findings recorded in
Radar Log Book (magnetron’s current indication included). Details of RADAR service (i.e.,
change of magnetron) must be also recorded in the Log Book.
Chronometer Log Book. This is a log maintained onboard on daily basis to keep track of the
chronometer error and the chronometer rate. An erratic rate indicates a defective instrument
requiring repair (refer to paragraph [Link]).

Entries in any of the Log Books are considered as the official ship’s testimony
of the events, technical information or actions by the crew described therein
and may be used as evidence in a Court.
WARNING

Master / OOW:
 Write any record in the Log Books in English, except otherwise instructed by the Flag
State.
 Write the entries on the Log Books using blue ink ball-point pen. Do not use pencil or
correction fluid.
 Ensure that the records are in chronological order.
 Ensure that the pages of the Log Book are numbered. The page number must be the
same in the left and right side of a sheet.
 Ensure that the entries are legible, neat, and mistakes will be enclosed in brackets and
deleted by a single line strike. An entry corresponding to a particular time may use two or
more lines, writing on top of another entry in same line is not permitted.
 Ensure that the entries are signed by the officer recording the events and every page or
the daily entries are signed by the Master.
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 Write the times in the 24-hour form, wind force in Beaufort, distances in nautical miles,
weights in metric tons, drafts in meter/centimeters, positions in degrees, minutes and
decimal of a minute, dates in dates – month by name – year by 4 digits and volumes of
liquids in cubic meters and/or liters.

[Link] Bridge Library

The Company develops and promotes ship’s safe best practices and crew guidance through a
wide range of publications onboard. References to these publications must be made by the
Master, officers and ratings, when necessary.
The Company:
 Ensures that the publications list included in Chapter 11 Appendix I is always updated
with the latest revisions. Amend the list when a new book is issued and supply the new
book to the ships accordingly.
 Keeps the ships informed regarding any change in the publications list.
 Ensures that the publications, either in hard copy or electronic form, have been received
by a recognized and authorized by the issuing body distributor as to ensure correctness of
their contents and to safeguard against illegal copying.
Master / Navigation Officer:
 Confirm at regular intervals (i.e., every month) that the ship has onboard the latest editions
of the books / publications as described in Chapter 11, Appendix I.
 Distribute them in such a way that there is no possibility of being lost (i.e., distribution list).
 Acknowledge receipt of new book / publication and verify that out dated books /
publications have been removed from ship’s library, following the Document control
procedures.
 Keep the publications list updated ready to be presented to any third-party request.

The publications “International Code of Signals” and the “IAMSAR Manual

Volume III” must be available onboard in hard copies.
WARNING

7.2.5 Pilotage
Pilotage refers to activities related to the navigation of ships in which the pilot acts as an advisor
to the Master and as an expert on the local waters and their navigation. The pilot’s presence is
often required by local regulation and law. The purpose of pilotage is to enhance the safety of
ship traffic and prevent environmental damage generated by ship traffic.
The pilot is a vital local advisor to the Master who provides navigational assistance to ships
sailing along the fairways and ensures the safe maneuvering of ships to quays in destination
ports.
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[Link] Duties and Responsibilities

Master: Retain the ultimate responsibility for the safety of the ship.

The presence of a pilot does not relieve the Master or the bridge team from
their duties and responsibilities for the safe conduct of the ship.
WARNING


Note
The Master may be replaced by the C/O after extended periods of pilotage.

Bridge Team Members:

 Provide assistance and advice to the pilot.
 Monitor the pilot’s actions.
 Check the verbal suggestions provided by the pilot.
 Monitor the ROT, rudder angle and RPM indicators when helm and engine orders are
given.
 Identify misunderstandings and seek for clarifications immediately if in doubt.
 Advise Master immediately if any doubt concerning ship’s safety.
Pilot:

The pilot communicates expert local knowledge, information and advice to

the bridge team.
CAUTION

 Use the agreed working language and if necessary, the IMO Standard Marine
Communication Phrases (SMCP) when directing or communicating with the bridge team.
 Understand the roles and responsibilities of each bridge team member.
 Use the information given during the Master/Pilot Information exchange about
maneuvering characteristics.
 Respond to information, advice and questions from the bridge team.
 Inform the bridge team of any failures or deficiencies, such as the unavailability of tugs, in
good time. Inform the bridge team of pilotage progress and any anticipated need to
deviate from the passage plan. Inform the bridge team of any handover between pilots.
 Inform the bridge team regarding the pilotage progress and any need to deviate from the
initial agreed plan.
 Inform the bridge team of any pilot handover
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[Link] Preparation for Pilotage

[Link].1 Passage Planning in Pilotage Waters

The passage planning for navigation in pilotage waters must contain more information to cover
the pilotage phase.
Master:
 Ask the port or pilotage authorities to provide passage plans or passage planning
information for the particular port to the ship in advance. This proactive communication
enables the bridge team to prepare a detailed passage plan prior pilot’s arrival.
 Be prepared to accept any necessary amendments to the passage plan when the pilot
boards, after an appropriate discussion. Communicate any agreed changes to the
passage plan to the OOW and proceed with passage plan re-validation process, if needed
(refer to ECDIS Procedures Manual paragraph 15.4.1).
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The appraisal and passage planning process is not a substitute for a full
Pilot / Master Information Exchange, covering the most up-to-date
information available when the pilot embarks.
CAUTION

Navigation Officer:
 Ensure that the passage plan of the pilotage phase, includes additional information to
reflect the fact that the ship is close to navigational hazards and needs to comply with
local regulations. Information including:
o Pilotage procedures, including pilot boarding positions and embarkation
methods
o Local rules and restrictions to navigation
o Recommended routes
o Expected weather forecast for the pilotage area including visibility, wind speed
and direction, sea state and extreme weather factors
o Expected tides, tidal streams, swell heights during pilotage phase
o Under Keel Clearance and Air Draft restrictions
o Reporting and communication procedures
o Contingency planning (e.g., anchorages and abort points)
o Details of berth, tugs and anchorages.
 Monitor information that helped to form the initial passage plan on an ongoing basis to
ascertain if any amendments are necessary.
 Recognize and act upon changed circumstances including:
o Changes in proposed times
o Changes in local conditions, including weather/visibility
o Changes in estimated time of arrival or estimated time of departure
o Actual as opposed to predicted tidal conditions
o Actual as opposed to predicted weather conditions
o Failure of onboard equipment or machinery
o Reassignment of berth
o Non-availability of tug or mooring party
o Changes to ship’s notified draught
o Emergencies.
 Confirm other ship movements by appropriate means, such as the monitoring of VTS.
 Communicate amendments or departures from the initial plan to Master, Bridge Team
Members and C/E. Proceed with route re-validation and ask for Master’s authorization.

[Link].2 Ship and Bridge Team

The ship and the bridge team must be in all respects ready to conduct the pilotage phase of the
passage planning with the most efficient and safe manner.
Master:
 Brief the bridge team members regarding the needs and expectations of the passage
plan’s pilotage phase. Assign the bridge team duties prior pilotage phase.
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 Consider national and international regulations, codes of practice and industry best
practice relating to pilotage phase.
 Ensure that all necessary tests and checks prior ship’s arrival / departure were properly
made (refer to paragraphs [Link].12 and [Link].13 of this Chapter).
 Establish communication with the pilot, port VTS and port authorities in time/as
appropriate.
 Take into consideration the levels of personal stress and fatigue and take actions against
the potential impact of stress and fatigue on bridge team capability.
Navigation Officer: Complete the form N 015.


Note
The pilot card must be updated to include all the details of the current ship condition and the
relevant information for the ship’s transit to the berth. Any defect that may affect ship’s
maneuverability or pilotage must be recorded, to ensure pilot’s awareness.

[Link] Safe Pilot Transfer

Pilot transfer can take place when the ship is underway, at anchor, moored, or alongside a berth.
Transfer may be made by pilot boat, helicopter, directly from the shore, or from another
authorized ship. The safety of the pilot and other personnel is paramount, requiring effective
communication and cooperation between all parties.

Master: Conduct a RA before any pilot transfer operation and brief all
participants regarding the associated risks and the mitigating measures.
CAUTION

All pilot transfers must be made in line with international and local regulations and codes of safe
working practices.

Ship must be ready to embark the pilot at the agreed time. Any delays in
pilot’s embarkation may reduce the time needed for a detailed exchange of
information and for making amendments to the passage plan, if needed.
WARNING

[Link].1 Pilot Transfer by Pilot Boat

Master / OOW:
 Consult with the pilot boat on weather, wind and sea conditions in the chosen pilot transfer
area.
 Discuss with the pilot and agree for a pilot transfer area:
o with sufficient sea room and clear of navigational hazards or other traffic, in
which the ship may carry out maneuvers required to provide a suitable speed,
heading and lee for the pilot boat
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o that takes account of weather, swell patterns and tidal conditions and any
natural shelter that may be available
o that allows sufficient time for a comprehensive Master’s / Pilot Information
exchange.
 Ensure that all participants to the pilot transfer operation wear and use appropriate PPE
and clothing.
 Establish and maintain VHF communication on the appropriate channel(s) prior to and
during pilot transfer. Remain in contact with the pilot boat by VHF during pilot
disembarkation, until the transfer is completed and the pilot boat is clear.
 Rig a pilot ladder or combination ladder (under a competent deck officer’s supervision) on
the side requested, as per SOLAS Reg. V/23 and IMO Res. A. 1045(27) (see the poster
with IMO requirements and IMPA recommendations – “Required Boarding Arrangements
for PILOT).
 Take appropriate action to ensure that there is an adequate lee to safely embark or
disembark the pilot. During the transfer the ship should maintain steerage way with the
engines going ahead at a speed compatible with the ability of the launch to remain
comfortably alongside. It must be recognized that turning propellers are an ever-present
danger to persons involved in embarkation/disembarkation operations.
 Establish that a deck officer, not assigned with watchkeeping duties, is stationed at the
ladder or point of access to the ship’s deck, in direct communication with the bridge,
during pilot transfer. The same officer must escort the pilot to or from the bridge deck.
 Ensure that a lifebuoy with self-igniting light is readily available for use, close to the ladder
or point of access to ship’s deck during pilot transfer, in case of a man overboard.
 Ensure that the area is suitably lit before undertaking a night time pilot transfer.
 Abort the transfer if conditions are considered to be unsafe and no suitable alternatives
are available.

Pilots have the right to decline to board ships offering defective boarding
arrangements which can result in serious delay. Pilots are also entitled to
report defects in boarding arrangements to PSC authorities, which could
CAUTION lead to a full PSC inspection with the risk of delay and financial penalties.

[Link].2 Pilot Transfer through Helicopter

The operation must be undertaken by experienced and professional personnel in line with the
industry guidance (refer to ICS publication Helicopter / Ship Operations).
Master / OOW: Refer to checklist P 016 «Helicopter-Ship Operations Permit».
 Ensure that the transfer of pilot between helicopter and ship satisfies the safety conditions
set.
 Do not allow the familiarity with helicopter operation to compromise the safety standards
for the helicopter, the pilot, the ship or its personnel.
 Discuss and agree the necessary procedures with the helicopter pilot and the ship pilot.
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 Ensure that sufficient advance notice is provided to all parties concerned regarding the
helicopter / ship pilot transfer.
 Establish an adequate communication with helicopter.
 Ensure that the pilot is aware of the rendezvous position and has no objection about it.
 Ensure that all participants to the helicopter / ship pilot transfer operation are wearing the
appropriate PPE.
 Appoint an officer, without bridge watchkeeping duties, to help and guide the pilot between
the landing area and the bridge.
 Abort the transfer if conditions are considered to be unsafe and no suitable alternatives
are available.

[Link].3 Pilot Ladder

Normally, the pilots board and disembark using a traditional pilot ladder from and to an awaiting
pilot boat. However, this can be a dangerous procedure if those involved do not adhere to IMO
standards or fail to practice acceptable seamanship skills.
The Company ensures that:
 All pilot ladders are SOLAS compliant.
 The inspection regime and records are adequate and properly maintained.
 Spare pilot ladders are readily available onboard.
 Officers and ratings involved receive the necessary training.
Master / OOW:
 Ensure compliance with the principal requirements for the rigging of pilot ladders as set in
SOLAS Chapter V Reg. 23.
 Ensure that the pilot ladders onboard are complying with the requirements of IMO Res.
A.1045(27) as amended.
 Make sure that a competent deck officer, not assigned with bridge watchkeeping duties, is
supervising the rigging of the pilot ladder.
 Maintain a lee until the pilot boat is well clear.
 Maintain a direct contact with the responsible officer.
Officer in charge:
 Ensure that all seafarers participating in the pilot ladder’s rig wear the appropriate PPE
(life jacket and life line included if necessary). At all times during the rigging, use and de-
rigging of any pilot transfer arrangements there must be no risk to the ship’s crew. Crew
members should not normally be required to leave the protection of the ship’s safety rails
or bulwarks. A life line or safety harness should be worn if there is any risk of falling.
 Supervise, closely, the rigging of pilot ladder. Check the condition of the pilot ladder before
it is rigged and ensure that the ladder is properly secured to the ship. Advise the bridge
team when the ladder is ready for use.


Note
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 Rig and secure the pilot ladder at the appropriate pilot ladder boarding position on the
ship’s side. This should be as near amidships as possible and on the parallel body of the
ship, clear of all discharges which could cause flooding.
 Avoid a list in order to allow the ladder to sit flush against the ship’s side.
 Observe the boarding and disembarkation of pilots from ladders, ensuring that safety
requirements are met.

[Link].3.1 Combination Ladder

Use of a combination ladder (accommodation and pilot ladder) when the freeboard of the ship is
more than 9 m. In addition to the procedures described above, see paragraph [Link].3.
Officer in charge:
 Allow a free space of more than 5 m under the platform of the accommodation ladder, to
let the pilot boat come alongside safely.
 Ensure the pilot ladder must extend at least 2 m above the platform of the accommodation
ladder, so that the pilot can safely transfer from the pilot ladder to the platform of the
accommodation ladder, vice versa.
 Ensure that the pilot and the accommodation ladder are well secured to ship’s side,
independent of each other. Climbing or descending a pilot ladder which is swinging away
from the ship’s hull is dangerous. The securing of the pilot ladder to ship’s hull should be
placed 1,5 m above the platform of accommodation ladder, one lashing on each side rope.
 Ensure that the angle of slope of the accommodation ladder does not exceed 45o.
 Be ready on the lower platform of the accommodation ladder to assist pilot’s embarkation.


Note
If a trapdoor is fitted in the lower platform to allow access from and to the pilot ladder, the
aperture should not be less than 750 mm x 750 mm. The trapdoor should open upwards and be
secured either flat on the embarkation platform or against the rails at the aft end or outboard side
of the platform and should not form part of the handholds. In this case the after part of the lower
platform should also be fenced and the pilot ladder should extend above the lower platform to the
height of the handrail and remain in alignment with and against the ship’s side.

[Link].4 Transfer by Basket

The basket transfer may be the only feasible mean of transferring pilot at sea, for example, when
there is a significant height difference between the respective decks of the pilot boat and the ship.
All basket transfers must be considered a high-risk operation at all times and they should only be
undertaken when transfer is essential and cannot be undertaken by other means.
The Company ensures that:
 The crane used in the transfer operation is adequate and suitable for lifting persons and
certified for man-riding (e.g.: for use in carrying personnel) under applicable regulations.
 The transfer basket is marked with its safe working load. It is appropriately certified with
the current certificate of test and/or inspection available onboard the ship.
 The inspection regime and records are adequate and properly maintained.
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 Officers and ratings involved receive the necessary training.

Master:
 Make sure that a competent deck officer, not assigned with bridge watchkeeping duties, is
supervising the basket transfer.
 Be sure that the crane operator is competent for man riding operations.
 Ensure that adequate means of communication has been established, prior basket
transfer, between the responsible officer, the crane operator and the bridge team.
 Consider the environmental and ship motion conditions prior and during basket transfer.
Officer in charge:
 Ensure that all seafarers participating in the basket transfer wear the appropriate PPE (life
jacket included, if necessary).
 Check that the crane is fully operational, properly maintained, certified and currently in
compliance with its required inspections.
 Inspect visually, for defects, the transfer basket prior starting the transfer.
 Confirm good visibility of the pickup, transfer and landing area.
 Ensure that the transfer basket is correctly rigged onto the crane’s lifting devices prior to
transfer and the crane hook pennant is of sufficient length to keep the hook well clear of
the personnel being transferred.
 Issue a permit to work for transfer by basket (refer to form P 011).

[Link] Pilot Onboard

There must be a close co-operation between the Master, Pilot and Bridge Team. This involves an
early exchange of information. It is important that the Master/Pilot relationship is clearly
established.

The Master is in command of the ship’s navigation at all times; the Pilot has
the conning only in the Panama Canal.
WARNING

Master / OOW: Upon pilot’s embarkation onboard:

 Establish that the ship exhibits the appropriate lights and flag.
 Advise the Port control and/or the pilot station regarding pilot’s safe embarkation and
boarding time.
 Ensure that a deck officer, not assigned with bridge watch keeping duties, is escorting the
pilot to the bridge.


Note
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Master: Should the pilot boat have difficulty leaving the side of a ship, take appropriate actions by
way of helm and/or engine movements.

[Link].1 Master / Pilot Information Exchange

The pilot and the Master should exchange information about the pilot’s intentions, ship’s
characteristics and operational factors as soon as possible, after the pilot has boarded. The
amount and subject matter of the information must be determined by the specific navigation
demands of the pilotage operation. Additional information can be exchanged as the operation
proceeds.

Master: For an effective and clear exchange of information, see form N 014.

CAUTION

Master: Ensure that the Master / Pilot information exchange includes as minimum:
 Presentation of a completed pilot card (see N 015)
 The passage plan and the circumstances when it may be necessary to deviate from the
plan. Changes to the plan should be agreed and changes to individual bridge team
responsibilities made before pilotage begins.
 Updates of any special conditions such as weather, depth of water, tides, tidal currents
and marine traffic that may be expected during the passage.
 Ship's dimensions, propulsion, maneuvering and handling information in the form of the
wheelhouse poster. A maneuvering booklet must be also available on the bridge.
 Any unusual ship-handling characteristics, machinery difficulties, nav. equipment problems
or crew limitations that could affect the operation, handling or safe maneuvering of the
ship.

Master: Report all defects that might affect the maneuverability of the ship or
the pilotage to the pilot.
CAUTION

 Information on berthing arrangements including the use, characteristics and number of

tugs, mooring boats, mooring arrangements and other external facilities.
 Agreement on plans/procedures, including contingency plans, for the anticipated passage.
 Confirmation of the language to be used on the bridge and with external parties.

Master: Be aware that a pilot may refuse to conduct a pilotage if they believe
that the ship may be a danger to the safety of navigation or to the
environment. If a pilotage is refused, the pilot may have to report the reason
WARNING to the appropriate authority for further action.
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[Link].2 Pilot Monitoring

The pilot has a significant role in the safe navigation of the ship to her destination. Expert in the
local waters, a Pilot is imperative to the Bridge Team. Berthing/un-berthing, anchoring, transiting
narrow channels etc. are very specialized operations and require expertise of a very objective
manner that results in efficient planning, monitoring and execution of safe passage.
However, the pilot’s presence onboard is for added vigilance and not as a substitute. The pilot’s
inclusion doesn’t exempt the OOW of his duties. The Master remains the sole skipper and has the
last word on every matter. The Master remains responsible for the ship and her safe navigation
and any incident doesn’t exonerate him from blame.
Master:
 Ensure that the Pilot duly signs all the required forms.
 Ask Pilot to use only the English language to his communication with other parties (e.g.,
tug boats, port control) or provide you with necessary translation, if that is not feasible.
 Request from OOW to monitor the progress of the ship with reference to the passage
plan.
 Request from the Pilot to explain their intentions and actions to the bridge team in time.
 Monitor Pilot’s instructions and provide your verbal agreement. No reaction to the Pilot’s
instructions, is considered as a silent approval.
 Ask OOW to raise awareness when any deviation from the plan is noted.
 Question the Pilot when there is any uncertainty about the situation, or the actions
intended.
 Take the control immediately, when Pilot’s actions endanger the safety of the ship.

Master: You have the authority to dismiss the pilot if the pilot demonstrates
unfitness or manifest incompetence, or hazards the ship or ship’s personnel
or property for any reason. You must inform the pilot of their dismissal and
request that the pilot take the ship to a safe place to wait for another pilot.
Only in order to avoid some imminent danger would you intervene and
WARNING
assume conduct of the navigation prior another pilot comes onboard. In such
case advise the DPA and/or the Operations/Marine Manager immediately.

OOW: Inform the Master immediately if you have any doubts about the ship's course or position.

[Link].3 Pilot to Pilot Transfer

If more than one pilot is required or supernumerary pilots are onboard then:
 All pilots must be involved in the Master / Pilot information exchange process.
 Each pilot’s role and responsibilities, including duty periods, must be defined and
understood by the whole bridge team.

[Link].4 Pilot Allowance to Operate Bridge Equipment

The bridge equipment allocated for pilot use are:
 The X-Band RADAR
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 The back-up ECDIS unit, if necessary

 A pair of binoculars (appointed for pilot use only).

It is on Master’s discretion to allow the use of additional bridge equipment by

the onboard pilot.
CAUTION

Master / OOW:
 Ensure that the controls of key equipment (e.g., main engine, helm and thrusters) are
directly operated by the bridge team members only.
 Be aware that the Pilot may use Portable Pilot Units (PPU) to assist the pilotage
procedure. The PPUs and the data within them are not type-approved; therefore, the only
acceptable navigational picture in this case is provided only by the ship’s ECDIS.
Therefore, rely on the ECDIS for all passage plan monitoring and not on the Pilot’s PPU.
 Make sure that the Pilot has access to the AIS pilot plug, where available.

[Link].5 Pilotage Appraisal

Master / OOW: Prior pilots disembarkation:
 Discuss the outbound intended route with the pilot to support the appraisal and the
planning stage of the passage plan. A complete Master/Pilot information exchange must
be still taken place prior ship’s departure.
 Conduct a debriefing with the pilot, after pilotage, to identify how the bridge team could be
improved for future pilotage operations.

[Link].6 Pilot Disembarkation

Master / OOW:
 Ensure that the pilot prior leaving the bridge inform you about the anticipated movements
of any surrounding ships, of any dangers and the requirements for the lee to be
maintained until the pilot is safely landed and the pilot boat clear of the ship’s side.
 Ask the pilot to inform you which VHF channel to monitor should the pilot boat need to
communicate with the ship.
 Avoid large helm or engine movements until the pilot boat is clear from ship.
 Ensure that a competent deck officer, not assigned with bridge watchkeeping, will escort
the pilot to the disembarkation point on deck and supervise the disembarkation operation.

[Link] Deep Sea Pilots

Deep sea pilotage is a service provided for navigation in confined and busy waters.
Master: Be aware that:
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 Deep sea Pilots can enhance the ship’s safety. There is no mandatory requirement to use
a deep-sea Pilot. However, there are areas (Malacca Straits, English Channel, etc.) where
the IMO or Coastal States recommend the use of a Pilot.
 You must use Pilots when transiting through Bosporus Straits and Danish Straits. When
navigating through any other regions such as Malacca Straits and Dover Straits, request
pilotage from the Operations/Marine Manager on case by case, considering weather,
traffic, visibility and other prevailing factors or reasons concerning safe navigation.
 If you are less than 6 months in the rank, when transiting Singapore and Malacca Straits
request the employment of Marine Advisor. Also, it is Company policy to employ a Marine
Advisor when eastbound laden VLCC’s with draft over 21 meters intending to cross the
Singapore TSS and proceed to the anchorage for bunkering.
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7.2.6 Communications Equipment and Procedures

[Link] Emergency Position Indicating Radio Beacon (EPIRB)

EPIRBs are small, portable, battery powered radio transmitters that are both watertight and
buoyant and transmit in the 406.0 – 406.1 MHz channel. The EPIRB is provided with a battery
capable of supplying power for a minimum of 48 hours. The essential purpose of an EPIRB is to
assist in determining the position of survivors in search and rescue operations.

Once activated, the EPIRB should be capable of operating for a minimum of

48 hours, and should not be switched off until told to do so by a rescue
authority, or until rescue is completed.
CAUTION

[Link].1 EPIRB’s Function

Every 406 MHz EPIRB has a unique identity code which is transmitted as part of its signal. This
code indicates the particular ship and the country of beacon registration. This code is
programmed into the beacon by the supplier before it is installed onboard a ship. Theoretically,
the Local User Terminals – LUT (ground segment consisting of satellite receiving stations),
anywhere in the world receiving a distress alert and location from an activated 406 MHz EPIRB
can identify the ship in distress and its country of registration. This is an advantage for search and
rescue planning, as each national RCC holds a record of ship characteristics, such as description,
number of crew, etc.

[Link].2 EPIRB Operation

EPIRB is mounted in a special float-free bracket on either the bridge wing or the compass deck.
The hydrostatic release in the bracket is designed to release the beacon when the bracket is
submerged to a certain depth (before reaching a depth of 4 meters at a list or trim of any angle).

Pictorial instructions for manual operation must be posted close to beacon’s

location.
CAUTION

Operating procedures differ between models; however, all beacons incorporate a multi–position
switch that selects the following modes of operation:
Off (or safe) - The beacon is switched off and will not transmit
Armed (or auto) - The beacon will automatically switch on when it is released from the float free
bracket by the hydrostatic release mechanism
On (or manual) - The beacon will switch on and transmit immediately
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Test - Activates a built-in self-test routine. When activated a light will indicate that the test circuits
are operating correctly and sometimes this will also activate the strobe light. It is recommended
that the self-test switch be held for no more than 2 flashes of the strobe light, or no longer than 1
minute after the first self- test mode burst transmission. When the self-test is activated on a 406
MHz EPIRB, the EPIRB is allowed to radiate a single burst which is specially coded so that it is
ignored by the COSPAS-SARSAT system. The EPIRB must never be tested by actual operation.

Some makers recommend using the test function sparingly to maintain the
battery life. Testing therefore should be done in accordance with the makers.
CAUTION

Master: Ensure that all OOW are familiar with:

 EPIRB self-test process
 EPIRB manual operation.
The Company retrieves and deactivates the EPIRB after emergency use, if possible.

[Link].3 Inadvertent Activation of EPIRB

Even a single burst from a 406 MHz EPIRB can be detected by the COSPAS–SARSAT GEOSAR
system which will result in an RCC being alerted.

Master: All OOW must be familiar with the procedure to follow if the EPIRB is
accidentally activated in a non-emergency situation.
CAUTION

Master: To minimize the possibilities of accidental activation of EPIRB, pay particular attention to:
 The need to educate all crew members regarding the consequences of an activation.
 The need to prevent interference by unauthorized persons.
 The fact that a float–free EPIRB which has been ‘armed’ will activate immediately on
removal from its cradle (transportation away from the cradle must be made in the ‘safe’ or
‘off’ condition).
If an EPIRB has been activated inadvertently, then:
OOW: Stop the transmission immediately and call the Master.
Master:
 Advise immediately the RCC for their area of operation. If this is unknown, report the
occurrence to Flag. The world maritime search and rescue regions are published in
Chapter 16 of Volume 5 of the ALRS. The information to be reported must include:
o The time and position of the ship when the beacon was known to be activated
o The make and model of the beacon
o The circumstances surrounding the inadvertent activation.
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 Inform as soon as possible the DPA regarding the occurrence.

[Link].4 EPIRB Disposal

Master: When an EPIRB is damaged and needs to be disposed of, if a ship is sold for scrap, or if
for any other reason the EPIRB will no longer be used, then ensure that it is made inoperable, by
removing its battery and returning it to the Company. When the EPIRB is returned to the
Company’s premises, it should be wrapped in tin foil to prevent transmission of signals during
shipment.

[Link].5 Periodic Checks and Performance Tests

Regular checks and performance tests are necessary to ensure EPIRB proper function.

Daily
Check Responsible Records
 For physical damage and proper housing.
 The operation mode (armed or auto). Bridge Log Book and
OOW
 The existence of appropriate IMO symbols form N 006
next to EPIRB’s location.
Monthly
Check Responsible Records
 Housing. The EPIRB must be fitted in an OOW Bridge Log Book and
unobstructed “float free” mounting and GMDSS Log Book
positioned away from any obstructions.
 If there appears to be any damage, corrosion,
cracking, water ingress, etc., replace
immediately the EPIRB.
 The EPIRB is retained in its mount or casing
by an Hydrostatic Release Unit (HRU). The
expiration date or service date label on the
HRU should be noted and clearly visible.
Replace the HRU every 2 years, including any
associated plastic bolts, rods, springs, and/or
spacing washers. The HRU should be free of
any signs of corrosion, cracking, water
ingress, etc. Any damage should be repaired
in accordance with the makers procedures or
equipment replaced.
 Inspect the expiration date of EPIRB's
battery, usually given on the EPIRB label or
on another plate affixed to EPIRB. Battery life
for most EPIRBs is 5 years. Replace the
battery on or before the expiration date or if
the EPIRB has been used in an emergency
regardless of the length of time. EPIRB
batteries are designed to operate the beacon
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for a minimum of 48 hours and therefore must

always be fully charged.
 Verify the presence of a firmly attached
lanyard in good condition. The lanyard
should be neatly stowed, and must not be
tied to ship or the mounting bracket.
 Self-Test. After the EPIRB has been properly
inspected, a self-test of the EPIRB can be
conducted following the maker instructions
to ensure that EPIRB is working properly and
avoid an accidental activation.
Before entering coastal or shallow waters / Before departure
Check Responsible Records
 For physical damage and proper housing Bridge Log Book and
OOW
 The operation mode (armed or auto) form N 018 or N 017
Annually
Check Responsible Records
Aspects of operational efficiency, with special
Bridge Log Book,
emphasis on checking the emission on operational Technical
GMDSS Log Book
frequencies, coding and registration (refer to Department,
and a copy of the
MSC.1/Circ.1040). This test will be done by a radio Master
service report
surveyor as part of the annual radio survey.
5-Yearly or when the battery replacement is due
Check Responsible Records
Shore based maintenance of satellite EPIRBs in Technical Bridge Log Book,
accordance with the MSC.1 /Circ.1039 Department, GMDSS Log Book
Master and a copy of the
service report

[Link] Search and Rescue Transmitters (SARTs)

SARTs are the main means in the GMDSS for locating ships in distress or their survival craft, and
their carriage onboard ships is mandatory. The SART is a small, battery powered, omni
directional radar receiver and transmitter. The batteries fitted to a SART allow operation in the
standby condition for at least 96 hours and a further 8 hours whilst being interrogated. Ships 500
gt and over must carry two SARTs stowed on the bridge, near the bridge wing doors, from where
they can be rapidly placed in survival craft.

[Link].1 Purpose and Method of SART Operation

A SART operates in the 9 GHz (3 cm or X-band) RADAR frequency band and can be activated
manually or automatically (in some cases) so that it will thereafter respond when interrogated. On
receiving a signal from a ship or aircraft RADAR, it transmits a series of response (homing)
signals.
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Master / OOW: Ensure that instructions for testing and activating SARTs and
battery’s expiry date are marked on the exterior of all SARTs.
CAUTION
The response signals are appeared on the RADAR
screen as a line of 12 dots (0.64 nm apart) extending
approximately 8 nm outward from the SARTs position
along its line of bearing. This unique RADAR signal is
easily recognized and allows the rescue ship or aircraft
to locate the survival craft. As the SART becomes
closer, another 12 dots are produced, also 0.64 nm
apart.
The SART will not respond to 3 GHz radar (also
referred to as 10 cm or ‘S-band’) radar.
Master: Ensure that all OOW are familiar with SART:
 Self-test process
 Manual operation
 Position identification when response signals appeared in RADAR screen.

[Link].2 Periodic Checks and Performance Tests

Regular checks and performance tests are necessary to ensure SART proper function.

Daily
Check Responsible Records
 The casing for cracks and punctures
 The existence of appropriate IMO symbols next
Bridge Log Book
to SARTs location
OOW and form N
 The instructions for testing and activating
006
SART and battery expiry date are visible on the
SARTs’ exterior
Monthly
Check Responsible Records
 The casing for cracks and punctures OOW Bridge Log Book
 The life raft’s mounting pole (if available). and GMDSS Log
Extend the pole and check that it operates Book
correctly, and then return the pole to its
housing
 Ensure that the tether lanyard it is neatly
bundled and firmly secured to the SART, not
tied to any part of the ship
 The battery expiry label must indicate sufficient
battery life to cover the next routine voyage
 After the SART has been properly inspected,
conduct a self-test of the SART following the
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maker’s instructions

Note
Master: Return SART to the office premises when it fails the monthly checks, the battery expires
or used in an emergency. Replace the defective SART with a new as soon as possible.

[Link].3 Survival Craft Portable Two-Way VHF Radios

Portable two-way VHF radiotelephone equipment is used for communications between survival
craft and rescue ships.
The managed ships are supplied with 3 two-way VHF radios stowed on the bridge, from where
they can be easily transport to survival craft. As the equipment uses re-chargeable batteries, the
transceivers are stored in a ‘drop in’ type of battery charging cradle

[Link].3.1 Operation of Two-Way VHF Radios

The equipment is operated in the same fashion as any hand held (or walkie-talkie) type unit.
Controls are provided for volume, squelch and channel operation. Transmission and reception are
controlled by a push-to-talk switch located on the side of the unit.
Master: Ensure that all OOW are familiar with two-way VHF radio manual operation.
OOW: Ensure that:
 The primary batteries (user replaceable) have a shelf life of at least 2 years, and are of a
highly visible yellow or orange color or marking.
 Brief operating instructions and expiry date for the primary batteries are clearly indicated
on the exterior of the equipment.
 The location of the two-way VHF radios is marked with IMO symbol and the number of the
radios.
 The seals on the replaceable primary batteries are intact.
 The two-way VHF radios are provided with neck strap with wink ling and appropriate
attachments to clothing.

When the two-way VHF radios are used for non-emergency communications
then:
 Select the channels 15 or 17 for use.
WARNING  Reduce the power to 1 W when these channels are selected.
 The batteries not intended for use in the event of a distress situation
should be of a color or marking such that they cannot be confused
with batteries intended for such use.
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[Link].3.2 Periodic Checks and Performance Tests

Regular checks and performance tests are needed to ensure two-way VHF radios proper
function.

Daily
Check Responsible Records
 The two-way VHF radios condition
 The existence of appropriate IMO symbol
and number indication on two-way VHF radio
location Bridge Log Book
 The operating instructions and expiry date OOW and form N
for the primary batteries are clearly indicated 006
on the exterior
 The seals on the replaceable primary
batteries are intact
Monthly
Check Responsible Records
 Neck strap and attachments to clothing are
available
 The battery expiry label must indicate Bridge Log Book
sufficient battery life to cover the next OOW and GMDSS Log
routine voyage Book
 Conduct a self-test of the two-way VHF
radios following the maker’s instructions

Note
Master: Return two-way VHF radio to the office premises when it fails the monthly checks.
Replace the defective two-way VHF radio with a new as soon as possible. Request for new two-
way VHF radio’s battery prior its expiring date.

[Link] Distress, Urgency and Safety Communications Procedures

NO provision of the SMS or ITU Radio Regulations prevents the use by a

ship in distress of any means at its disposal to attract attention, make known
its position and obtain assistance.
WARNING

[Link].1 Roles and Responsibilities

Master: Assign a competent and experienced deck officer as responsible for radio
communications in a distress.
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A Distress Alert may only be sent on the authority of the Master.

CAUTION

GMDSS Officer:
 Act as dedicated radio operator during distress incidents. Perform communications using
the GMDSS equipment, during distress traffic.
 Handle urgency and safety communications.
 Test the radio equipment as per makers’ instructions.
 Maintain records on GMDSS Log Book
 Ensure that the ship’s navigation position is entered into all installed DSC equipment,
either automatically through a connected or integral navigation receiver, or manually at
least every four hours when the ship is underway.
OOW: Maintain a radio watch on all frequencies necessary to receive distress, urgency and
safety messages, appropriate to the sea area in which the ship is operating.

The OOW must hold a General Operator’s Certificate (GOC) and be familiar
with the requirements and procedures for GMDSS watchkeeping.
CAUTION

[Link].2 General – Distress Alert

A Distress Alert indicates that a ship or person is threatened by grave and imminent danger and
requires immediate assistance. Distress Alert may be:
 DSC transmitted by terrestrial communications (MF, HF or VHF).
 Distress Message format transmitted by Inmarsat communications.
 Distress Call transmitted by voice.
 Signal from an activated satellite EPIRB.

A hard copy of the latest edition of the International Aeronautical and

Maritime Search and Rescue Manual Volume III (IAMSAR Vol. III) must be
always available at the GMDSS radio station.
CAUTION

GMDSS Officer:
 Upon receipt of a Distress Alert:
 Inform the Master of the contents of the Distress Alert
 Cease, immediately, any transmission capable of interfering with distress traffic
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 Acknowledge receipt of a Distress Alert:

 Acknowledge receipt of a Distress Alert from another ship which is, beyond any possible
doubt, in their vicinity immediately. However, in areas where reliable communications with
a coast station are practicable, defer the acknowledgment for a short interval to allow the
coast station to acknowledge.
 Defer acknowledgement of a Distress Alert from another ship which, beyond any possible
doubt, is not in the vicinity, to allow ships nearer to the distressed ship to acknowledge
without interference.
 Distress Relay:
A maritime rescue coordination center (MRCC) which receives a Distress Alert will initiate the
transmission of a shore-to-ship Distress Alert relay, addressed as appropriate to all ships, ships in
a particular area or to a specific ship. The Distress Alert relay will be transmitted by the Inmarsat
EGC and also via DSC and radiotelephone communications and will contain the identification of
the ship in distress, its position and all other information which might facilitate rescue. However,
when the Distress Alert or call is not acknowledged by a coast station or another ship within 5
minutes or the ship in distress is not itself in a position to transmit a distress alert or the Master
considers that further help is necessary, then initiate and transmit a distress alert relay on ship in
distress behalf in the following circumstances:
 Indicate clearly that it is a distress relay message.
 Use satellite and/or terrestrial communications to transmit the distress alert relay

A Distress Relay or a Distress Acknowledgement can only be sent on the

authority of the Master.
CAUTION

[Link].3 INMARSAT – C Distress Calls

The initiation of a distress alert from INMARSAT-C SES is made simple by the provision of a
distress button(s). The Distress Alert will automatically be routed through a LES to its associated
MRCC.
If time and conditions permit, the Inmarsat–C SES allows the GMDSS operator to send two
different types of distress call, a brief Distress Alert or a detailed Distress Priority Message.
Initially the brief Distress Alert should be sent, and if time permits a detailed Distress Priority
Message should follow.
The brief Distress Alert only requires the operation of one or two controls and results in a Distress
Message containing the following pre-programmed information being transmitted:
 The identity of the SES
 The nature of the distress (chosen from a menu or maritime unspecified if not chosen)
 The ship’s position, course and speed (from the most recent entry to the equipment).
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A Distress Alert may be initiated even when a SES is engaged in sending or receiving a
message. Routine communications will be abandoned immediately and the Distress Alert
transmitted.
If an acknowledgment is not received from both the LES and the MRCC within 5 minutes, the
Distress Alert should be repeated.
A detailed Distress Message may be typed into the equipment using the text editor facility in the
same way as a normal message. However, Distress Priority must be selected by the operator
before transmission.

[Link].4 MF DSC and Radiotelephone Distress, Urgency and Safety Procedures

MF and VHF DSC is designed for ship-to-ship and local ship-shore alerting.
Once a DSC Alert has been transmitted on the MF channel the station in distress should then
change to the radio–telephone distress frequency for the band in use and send a voice MAYDAY
message, after a brief pause to allow other stations to receive the DSC Alert. Do not wait for
acknowledgment by other stations on the DSC channel.
Following a DSC Distress Alert sent on 2 187.5 kHz radiotelephone distress traffic may be
conducted on 2 182 kHz using J3E emission (single sideband suppressed carrier).

[Link].4.1 Distress Procedures using a MF DSC Alert

GMDSS Officer:
 Tune the transmitter to the DSC distress channel (2 187.5 kHz on MF), If time permits, key
in or select on the DSC equipment keyboard (as per the DSC makers instructions):
o The nature of distress
o The ship’s last known position (latitude and longitude)
o The time (in UTC) the position was valid; and
o Type of subsequent distress communication (most equipment defaults to
telephony mode).
 Transmit the DSC Distress Alert
 Prepare for the subsequent radiotelephone distress traffic by tuning the transmitter and
the radiotelephony receiver to the distress traffic channel in the same band, i.e., 2 182 kHz
on MF, channel 16 on VHF. (The 2 182 kHz 2-tone alarm, is used to attract attention).
 Send the following spoken message on the radiotelephone channel:
o The distress signal MAYDAY, spoken three times
o The words THIS IS
o The name of the ship in distress, spoken three times
o The call sign or other identification
o The MMSI (if the initial alert has been sent by DSC).

[Link].5 Reception and Acknowledgement of a MF DSC Distress Alert

GMDSS Officer:
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 Defer the acknowledgement of the Distress Alert for a short interval if the ship is within an
area covered by one or more coast stations. This gives the coast station the time to
acknowledge the DSC Distress Alert first.
 Acknowledge the receipt of the Distress Alert by transmitting the following by
radiotelephony on the distress traffic frequency in the same band in which the DSC
Distress Alert was received, i.e., 2 182 kHz on MF:
o The distress signal MAYDAY
o The name followed by the call sign, MMSI or other identification of the station
sending the distress message
o The words THIS IS
o The name and call sign of the station acknowledging receipt
o The word RECEIVED
o The distress signal MAYDAY.
 Transmit the following information, after acknowledgement:
o Ship’s position
o The speed at which ship is proceeding and the approximate time it will take to
reach the distress scene.
 Sent a DSC Acknowledgment Message on MF DSC only if attempts to contact the ship in
distress via radiotelephone on 2 182 kHz or VHF channel 16 have failed, and the ship in
distress continues to send DSC Distress Alerts on 2 187.5 kHz or VHF channel 70.
 Pass details of all DSC Alerts received to the MRCC on the area of operation via
INMARSAT-C as soon as possible. The message should include:
o Frequency or channel on which you received the DSC Alert
o MMSI or name of ship in distress
o Position, time and nature of distress received in the message
o Position of your ship
o Your actions and intentions.

[Link].5.1 Distress Relay

GMDSS Officer:
 Initiate a Distress Alert relay or a Distress Relay on behalf of the mobile unit in distress
once it has ascertained that any of the following circumstance apply:
o On receiving a Distress Alert or call which is not acknowledged by a coast
station or another ship within 5 minutes
o On learning that the mobile unit in distress is otherwise unable or incapable of
participating in distress communications, if the Master or other person
responsible for the mobile unit not in distress considers that further help is
necessary.
 Sent the Distress Relay on behalf of another ship in distress in a form appropriate to the
circumstances using either a Distress Call Relay by radiotelephony, an individually
addressed Distress Alert Relay by DSC, or a Distress Priority Message through a SES.
 Indicate clearly that it is your ship in distress.
 Follow the procedures described for Distress Alerts, except that the Distress Relay is sent
manually as a single call on a single frequency.
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 Ensure that a suitable coast station or RCC is informed of any distress communications
previously exchanged. However, do not transmit a Distress Alert by DSC on the MF
frequencies on receipt of a Distress Alert sent by DSC by the ship in distress.
 Relay the DSC Distress Alert relay is transmitted as follows:
o Tune the transmitter to DSC distress channel (2 187.5 kHz on MF, Ch. 70 on
VHF)
o Select the Distress Relay call format on the DSC equipment
o Key in or select on the DSC equipment keyboard:
 All ships call (VHF), geographic area call (MF/HF) or the MMSI of the
appropriate coast station
 The MMSI of the ship in distress, if known
 The nature of distress
 The latest position of the ship in distress, if known
 The time (in UTC) the position was valid, if known
 Type of subsequent distress communication (telephony).
 Transmit the DSC Distress Relay Call.
 Prepare for the subsequent distress traffic by tuning the transmitter and the
radiotelephony receiver to the distress traffic channel in the same band, i.e.,2 182 kHz on
MF and channel 16 on VHF, while waiting for the DSC Distress Acknowledgment.

[Link].5.2 Acknowledgement of a MF DSC Distress Alert Relay

 Received from a Coast Station
GMDSS Officer:
 Acknowledge the receipt of the call by radiotelephony on the distress traffic channel in the
same band in which the relay call was received, i.e., 2 182 kHz on MF or Ch. 16 on VHF.
 Transmit the acknowledgement as follows:
o MAYDAY — The MMSI or the call sign or other identification of the calling coast
station
o THIS IS — The MMSI or call sign or other identification of own ship
o RECEIVED MAYDAY.
 Received from another ship
GMDSS Officer: Follow the same procedure as the acknowledgement of a distress alert.

[Link].5.3 Urgency Procedures

GMDSS Officer: Transmit the Urgency Messages in two steps:
 Announcement of the Urgency Message carried out by broadcast of a DSC Urgency Call
on the DSC distress and safety channel (2 187.5 kHz on MF, Ch. 70 on VHF). The DSC
Urgency Announcement may be addressed to all stations or to a specific station. The
frequency on which the Urgency Message will be transmitted shall be included in the DSC
Urgency Announcement.
 Transmission of the Urgency Message on the radiotelephone distress channel (2 182 kHz
on MF, channel 16 on VHF). This process is carried out as follows:
o Tune the transmitter to the DSC distress and safety channel (2 187.5 kHz on
MF, channel 70 on VHF).
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o Key in or select on the DSC equipment keyboard in accordance with the DSC
equipment maker’s instructions:
 All ships call or the MMSI of the specific station – the category of the
call (urgency)
 The frequency or channel on which the Urgency Message will be
transmitted
 The type of communication in which the Urgency Message will be given
(radiotelephony).
o Send the DSC Urgency Announcement Message.
o Tune the transmitter to the frequency or channel indicated in the DSC Urgency
Announcement Message.
o Transmit the Urgency Message as follows:
 PAN PAN. Repeated 3 times
 ‘ALL STATIONS’ or CALLED STATION. Repeated 3 times
 THIS IS The MMSI, call sign or other identification of own ship The text
of the urgency message.

When receiving a DSC Urgent Priority Message do NOT acknowledge receipt

via DSC but tune the MF/HF or VHF transceiver to the frequency nominated
in the DSC message and await the voice Urgency Message.
CAUTION

[Link].5.4 Transmission of safety Messages

GMDSS Officer: Transmit the Safety Messages in two steps:
 Announcement of the Safety Message by broadcast of a DSC Safety Announcement on
the DSC distress and safety channel (2 187.5 kHz on MF, channel 70 on VHF). The DSC
Safety Call may be addressed to all ships or to a specific station.
 Transmission of the Safety Message. The frequency on which the Message will be
transmitted is included in the DSC Announcement. This Message is normally transmitted
on the radiotelephone distress channel in the same band in which the DSC call was sent
(2 182 kHz on MF, channel 16 on VHF). The above process is carried out as follows:
o Tune the transmitter to the DSC distress and safety channel (2 187.5 kHz on
MF, channel 70 on VHF).
o Select the appropriate calling format on the DSC equipment (all ships, area call
or individual call) in accordance with the DSC equipment maker’s instructions.
o Key in or select on the DSC equipment keyboard:
 Specific area or MMSI of specific station, if appropriate
 The category of the call (safety)
 The frequency or channel on which the Safety Message will be
transmitted
 The type of communication in which the Safety Message will be given
(radiotelephony).
o Send the DSC Safety Announcement.
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o Tune the transmitter to the frequency or channel indicated in the DSC Safety
Announcement.
o Transmit the voice Safety Message as follows:
 SECURITE Repeated 3 times
 ALL STATIONS or CALLED STATION Repeated 3 times
 THIS IS The MMSI, call sign or other identification of own ship. The text
of the Safety Message.

When receiving a DSC Safety Priority Message do NOT acknowledge receipt

via DSC but tune the MF/HF or VHF transceiver to the frequency nominated
in the DSC message and await the voice message.
CAUTION


Note
For detailed VHF procedures refer to paragraph [Link] of this Chapter.
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[Link].6 HF DSC Procedures

HF DSC is primarily designed for long range ship-to shore alerting. HF DSC Distress Alerts are
normally directed to coast radio stations.

[Link].6.1 HF DSC Distress Alert

Transmission of the DSC Distress Alert in more than one HF band will normally increase the
probability of successful reception of the alert by coast stations.
GMDSS Officer:
 Transmit DSC Distress Alerts on a number of HF bands in two different ways:
o Either by transmitting the DSC Distress Alert on one HF band and waiting a few
minutes to receive acknowledgment by a coast station. If no acknowledgment is
received within 5 minutes the process is repeated by transmitting the DSC
Distress Alert on another appropriate HF band etc.
o By transmitting the DSC Distress Alert on a number of HF bands with none or
only very short pauses between the calls, without waiting for acknowledgment
between the calls.
 Tune the transmitter to the chosen HF DSC distress channel (4 207.5, 6 312, 8 414.5, 12
577 or 16 804.5 kHz).
 Follow the instructions for keying in or selection of relevant information on the DSC
equipment keyboard, as described in the MF/VHF section (refer to paragraph [Link].4.1).
 Select the appropriate mode for subsequent communications.
 Transmit the DSC Distress Alert.

[Link].6.2 HF DSC Distress Acknowledgement

GMDSS Officer: Wait for a DSC Acknowledgment Message from a coast radio station before
transmitting the radiotelephone or NBDP distress traffic, as HF DSC is primarily a ship–shore
alerting technique.

[Link].6.3 MF Distress Traffic in Narrow Band (NBDP)

GMDSS Officer: Use the following procedures in cases where the distress traffic on HF is carried
out by NBDP:
 The forward error correction (FEC) mode is normally used unless specifically requested to
do otherwise. All messages shall be preceded by:
o At least one carriage return
o Line feed
o One letter shift
o The distress signal MAYDAY.
 The ship in distress should commence the distress NBDP traffic on the appropriate
distress NBDP traffic channel as follows:
o Carriage return, line feed, letter shift
o The distress signal MAYDAY
o The words THIS IS
o The MMSI, call sign or other identification of the ship
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o The ship’s position if not included in the DSC Distress Alert

o The nature of distress
o Any other information which might facilitate the rescue
o The word OVER.

[Link].6.4 Actions on Reception of a DSC Distress Alert on HF

GMDSS Officer:
 Transmit a HF DSC Distress Alert Relay Message addressed to an appropriate DSC coast
station on the same frequency as the original DSC Distress Alert and / or inform the
nearest MRCC by whatever means available if:
o No distress traffic between the ship in distress and a coast station on the
radiotelephone or NBDP channel for the band in use
o No DSC Acknowledgment Message is received from another ship or coast
station within 5 minutes.
 Tune the transmitter to the relevant DSC distress channel. Follow the instructions for
keying in or selection of call format and relevant information on the DSC equipment
keyboard. Transmit the DSC Distress Alert Relay.
 DO NOT send a DSC Distress Alert Relay Message addressed to all stations. Such
messages serve only to create congestion and confusion on the DSC channels.

Acknowledgment of a HF DSC Distress Alert by the use of a DSC

Acknowledgment Message is normally only made by coast stations on the HF
channels.
CAUTION

[Link].7 Acknowledgement of a HF DSC Distress Alert Relay

GMDSS Officer: DO NOT acknowledge the receipt of the relay alert by DSC, but by
radiotelephony or NBDP on the distress traffic channel in the same band in which the DSC
distress alert relay was received.

[Link].7.1 Urgency Messages

Transmission of Urgency Messages on HF should normally be addressed either to all ships within
a specified geographical area or to a specific coast station. Announcement is carried out by
transmission of a DSC call with category urgency on the appropriate DSC distress channel.
The transmission itself on HF is carried out by radiotelephony or NBDP on the appropriate
distress traffic channel in the same band in which the DSC announcement was transmitted.
GMDSS Officer:
 Choose the HF band considered the most appropriate, taking into account the position of
ship and time of the day. In many cases the 8 MHz band may be an appropriate first
choice.
 Tune the HF transmitter to the DSC distress channel in the chosen HF band
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 Key in or select call format for either geographical area call or individual call on the DSC
equipment as appropriate.
 In the case of an area call, key in the specification of the relevant geographical area.
 Follow the instructions for keying in or selection of relevant information on the DSC
equipment keyboard, including type of communication in which the Urgency Message will
be transmitted (radiotelephony or NBDP).
 Transmit the DSC Urgency Announcement.
 Wait for DSC acknowledgment from the coast station. If acknowledgment is not received
within a few minutes repeat the DSC call on another HF frequency deemed appropriate.
 Tune the HF transmitter to the distress traffic channel (telephony or NBDP) indicated in
the DSC announcement.

When receiving an urgent priority DSC Message do NOT acknowledge

receipt via DSC but tune the HF transceiver to the frequency nominated in
the DSC message and await the voice Urgency Message.
CAUTION

[Link].7.2 Urgency Message by NBDP

GMDSS Officer: If the Urgency Message is to be transmitted by NBDP, use the following
procedure:
 Use the forward error correction (FEC) mode unless the message is addressed to a single
station whose NBDP identity number is known
 Commence the telex message by at least one carriage return, line feed and letter shift
(usually automatic)
 The urgency signal PAN PAN 3 times
 The words THIS IS
 The MMSI, the call sign or other identification of the ship
 The text of the Urgency Message.

[Link].7.3 Safety Messages

GMDSS Officer: The procedures for transmission and reception of DSC Safety Announcements
and for transmission of the Safety Message are the same as for Urgency Messages except that:
 In the DSC Announcement the category SAFETY is used.
 In the Safety Message the safety signal SECURITE is used instead of the urgency signal
PAN PAN.
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[Link].8 Cancelling a False Distress Alert Send by MF / HF DSC
 MF DSC
GMDSS Officer:
 Switch off equipment immediately.
 Switch equipment on and tune for radiotelephony transmission on 2,182 kHz.
 Make broadcast to "All Stations" giving the ship's name, call sign and DSC number,
and cancel the false distress alert:
o ALL STATIONS x 3 times
o THIS IS ships name, call sign and MMSI
o CANCEL MY DISTRESS ALERT OF date, time in UTC.
 Record details of the false alert and actions to cancel in the GMDSS Log Book.
 HF DSC
GMDSS Officer:
 Switch off equipment immediately.
 Cancel the alert on the MF DSC distress frequencies on which it was sent (i.e.,
4,207.5 kHz or 6,312 kHz, or 8,414.5 kHz, or 12,577 kHz, or 16,804.5 kHz).
 Switch equipment on and tune for radiotelephony transmission in the relevant bands
on which the HF DSC was sent (i.e., 4,125 kHz or 6,215 kHz, or 8,291 kHz, or
12,290 kHz, or 16,420 kHz).
 Make broadcast to "All Stations" giving the ship's name, call sign and DSC number,
and cancel the false distress alert:
o ALL STATIONS x 3 times
o THIS IS ships name, call sign and MMSI
o CANCEL MY DISTRESS ALERT OF date, time in UTC.
 Record details of the false alert and actions to cancel in the GMDSS Log Book.

[Link].9 Long Range Identification and Tracking (LRIT)

LRIT is a maritime domain awareness (MDA) initiative to allow member states to receive
position reports from ships operating under their flag, ships seeking entry to a port within
their territory, or ships operating in proximity to the state’s coastline.
All LRIT equipment aboard ship must be tested and then certified by an application service
provider (ASP) approved by the Flag State.
Master: Ensure that a copy of LRIT Conformance Test Report is available onboard.
OOW: Make sure that LRIT can transmit the following minimum information in an Automatic
Position Report (APR):
 The ship’s identity
 The date and time of ship’s position.
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[Link].10 GMDSS Routine Testing

The GMDSS equipment must be tested in accordance with the flag state requirements and
the maker’s maintenance and operational manuals. Particular care must be taken to avoid
the transmission of false / distress / urgency alerts when testing the GMDSS equipment.
GMDSS Officer:
 Conduct daily, weekly and monthly radio tests and record them in the GMDSS Log
Book as to demonstrate continued compliance with the functional requirements of
SOLAS.

Equipment Interval Required Routine Test

VHF DSC Daily Built in test without radiating signals
Function of DSC facilities by test call on the
duplicate set of VHF on our own ship, preferably
Weekly using the lower power setting. Ensuring that the
automatic acknowledgement facility is enabled
both sets can be tested with a single call.
Built in test without radiating signals.
MF / HF DSC Daily
Printer’s test.
DSC system test with a coast station for both
systems’ verification. The DSC facility has a
special test call which enables a safety priority
Weekly
message to be generated by a ship and
automatically acknowledged by a suitably
equipped coast station.
INMARSAT-C Daily Printer’s test
Weekly Performance test
EGC function test by communicating with a coast
Monthly
earth station
EPIRB Monthly Self-test function
SART Monthly Self-test function
Em’cy Radio Batteries Daily Supply to GMDSS including charging condition
Monthly For non-sealed wet cells, full examination of each
battery, cell by cell, including measurement of the
specific gravity, and a report on the general
condition entered, cell by cell, in the GMDSS Log
Book.
For other types of cells, a visual inspection is
required and report on the general condition
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entered in the GMDSS Log Book. Replace the

batteries when maker recommends.
Reserve Power Supply Test
Weekly
(e.g., motor generator)
UPS Batteries As per maker’s instructions
Aerials and Insulators Monthly Visual check

 Report any radio equipment defect to Master immediately. Where available, select an
appropriate backup system, test it, and start using it immediately. Record the defect
in the GMDSS Log Book.
 Ensure that the emergency lighting to the radio station is functioning.
Master: Advise immediately the Marine S/T for any radio equipment defect and seek advice.
Proceed with a full appraisal of the situation and a RA. Record the defect and the actions
taken in the Bridge Log Book. Where available, select an appropriate backup system, test it,
and start using it immediately
The Company:
 Seeks to supply the ships with standardize radio equipment on the bridge.
 Has a shore-based maintenance agreement with contractor for the repair and
maintenance of radio equipment.

[Link].11 Battery Compartments

GMDSS Officer: Ensure that:
 Appropriate PPE are available to the persons entering the battery lockers or
compartments.
 Battery lockers or compartments are provided with adequate ventilation to allow the
dispersal of hydrogen gas (lighter than air) produced during charging. They must be
well ventilated prior to any work being carried out on the batteries.
 If in use, deck head ventilators should be periodically checked to ensure that they
have not been closed for any reason.
 Battery lockers and compartments must not be used as storage areas for other items
of ship’s equipment. During heavy weather these items may fall across batteries
causing short-circuiting, with consequent risk of explosion and fire.
 Under no circumstances should nickel cadmium and lead acid batteries be stored in
the same locker or compartment, due to the risk of cross-contamination of the
respective electrolytes by inadvertent use of common hydrometers.

[Link].12 GMDSS Log Book

All managed ships fitted with a GMDSS installation must carry a GMDSS Log Book. The
GMDSS Log Book must be retained onboard for a period of at least two years from the last
entry. The log must be available for any third-party inspection.
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GMDSS Officer: Record in the GMDSS Log Book all the events connected with the radio
communications facilities onboard. As a minimum the following should be recorded:
 A summary of communications relating to distress, urgency and safety. This includes
any period when a radio watch is discontinued and the reasons for doing so.
 The position of the ship at least daily
 The identities of other stations with which the ship communicates or attempts to
communicate.
 Any difficulties experienced with communications.
 Incidents involving unnecessary transmissions with the identities of the stations
concerned, if known; and
 Cancellation of any false alerts.

[Link].13 AMVER Reporting

The Automated Mutual–assistance Vessel Rescue (AMVER) system operated by the United
States Coast Guard is a voluntary global ship reporting system used worldwide by search
and rescue authorities, to arrange for assistance to persons in distress at sea.
Managed ships are encouraged to send movement reports and periodic position reports to
the AMVER center at Coast Guard New York via selected radio stations or the Inmarsat
system.

Other ship reporting systems in accordance with SOLAS include the Japan
Ship Reporting System (JASREP), China Ship Reporting System
(CHISREP), South Korea Ship Reporting System (KOSREP), Modernized
Australian Ship Tracking and Reporting System (MASTREP) and many
CAUTION others. Details of these are published in the ALRS, Vol 6.

[Link].14 Use of Radio or Mobile Phone Equipment during Cargo/Ballast

Handling
Master / OOW: Ensure, while the ship is at terminal or during any cargo and/or ballast
operations that:
 No MF/HF radio transmissions are made.
 Main transmitting antennas are earthed or isolated.
 Fixed VHF and UHF equipment is switched to low power (one watt or less).
 Portable VHF or UHF radios have a power output of one watt or less.
 Any damaged portable VHF or UHF radios are withdrawn from service and marked
as such.
 Sufficient intrinsically safe VHF or UHF portable radios are provided to coordinate
cargo, ballast and bunker handling operations.
 Only intrinsically safe mobile phones are allowed onboard, which they are clearly
identified as intrinsically and proper certification is provided.
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 A warning notice is placed at the ship’s entrance (gangway) which among others is
stating that the use of non-intrinsically safe mobile phones onboard is strictly
prohibited.


Note
OOW: An inventory with intrinsically safe portable VHF / UHF radios used for cargo, ballast
and bunker operations must be always readily available upon any third-party request.

7.2.7 ECDIS Procedures Manual

7.2.7.A. IHO Standards

S-52 Specifications for Chart Content and Display Aspects of ECDIS (chart
symbols, etc.)
S-57 IHO Transfer Standard for Digital Hydrographic Data
S-58 ENC Validation Checks
S-62 List of Data Producer Codes
S-63 IHO Data Protection Scheme for ECDIS and Encryption
S-65 Electronic Navigational Charts (ENCs) Production Guidance
S-100 IHO Universal Hydrographic Data Model – extends the scope of existing S-37

7.2.7.B. Introduction
The purpose of this document is to:
 Establish procedures and guidelines for how ECDIS must be configured and used
as a ship’s primary means of navigation.
 Provide guidance for all stages of the navigational voyage related to ECDIS use,
covering Appraisal, Planning, Execution, and Monitoring.
 Reinforce elements of ECDIS training on the use of ENC data and its interpretation.
 Establish Emergency Procedures related to failure of single or multiple ECDIS
unit(s).
This document applies to:
 All personnel involved in navigation operations
 Marine S/Ts, responsible for:
o Audits and inspections
o Providing clarification of ECDIS policy and procedures.
 Pilots boarding ship for navigating through local areas.

ECDIS is used as a primary mean of navigation

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[Link] Legal Requirements

[Link].1 ECDIS Carriage Requirements

The ECDIS hardware, software and ENC data must comply with the IMO performance
standards.
The SOLAS Chapter V, reg. 19 provides ECDIS carriage requirements for ships. ECDIS
must conform to the relevant IMO performance standards, basis on the date of equipment
installation, as per SOLAS chapter V, reg. 18.
The ECDIS units onboard used to meet SOLAS chart carriage requirements must:
 Be type-approved.
 Use up-to-date ENCs.
 Be maintained as per latest applicable IHO standards.
 Have adequate and independent back-up arrangements.
The main and back-up arrangement of chart carriage must be stated on the Ship Safety
Certificate (Form E – Record of Equipment for Cargo Ship Safety Equipment Certificate).

The latest edition of paper charts corrected to the latest NM must be

available where official ENC data is not available, or where required
by local authorities.
CAUTION

Applicable codes, guidelines and standards recommended by the IMO, Flag Administrations,
Class Societies and industry organizations must be taken into account. Also consider other
ECDIS-related information received from a wide variety of sources like:
 Equipment testing and type approval authorities
 Standard organizations (i.e., IEC)
 The IHO and its member national hydrographic offices.

[Link].2 ECDIS Backup

The IMO requires an adequate backup arrangement to be provided onboard to ensure safe
navigation in case of an ECDIS failure.

Note
A second ECDIS is fitted onboard as backup arrangement.

Master:
 Verify that all OOW are familiar with the use of backup ECDIS and able to plot
ship’s position using the backup ECDIS.
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 Carry out regular drills and practice of switching to ECDIS backup, according to
Company’s guidelines, to ensure that systems and processes are adequate and up-
to-date.
OOW:
 Ensure that the backup ECDIS is fully synchronized with the primary ECDIS and the
installed ENCs are updated correctly.
 Ensure that the planned route and relevant mariner’s notes are synchronized and
displayed on the backup ECDIS, including methods, display settings, alarm settings
and track related information.
 Proceed with routes, permits and other relevant documentation back-up and
keeping onboard.

Main and backup ECDIS system must have independent power

backups.
CAUTION

[Link].3 ECDIS Sensor Inputs

There are 3 mandatory sensor inputs to ECDIS, as stated in IMO Res. MSC.232(82):
 ECDIS must be connected to the ship's position fixing system (GNSS).
 ECDIS must be connected to the gyro compass. For ships not fitted with a gyro
compass, ECDIS must be connected to a marine transmitting heading device, and
 ECDIS must be connected to the speed and distance measuring device (log).
Apart from the 3 mandatory inputs prescribed by IMO, there are many other sensors that
may have an interface at ECDIS unit. However, ECDIS must not degrade the performance of
any equipment providing sensor inputs. Nor must the connection of optional equipment
degrade the performance of ECDIS below this standard.

ECDIS Operator: Regularly check the accuracy of sensors using all

available means to detect any errors. If an error is discovered,
investigate it and take appropriate action.
CAUTION

[Link].4 Presentation Library

ECDIS chart display is generated from the rules and symbols specified by the IHO S-52
ECDIS presentation standard and implemented by the ECDIS maker. The library may be
subsequently updated to include new symbology or improve the display of existing symbols.
The presentation library is designed to ensure that there is a consistent approach to display
of any given ENC feature across different types of ECDIS and introduce an alarm model
based on the requirements of IMO ECDIS Performance Standards.
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The latest edition of IHO Presentation Library (PL) is 4.0. Any ECDIS
which is not upgraded to be compatible with the latest edition of the
IHO PL will be unable to correctly display the latest ENC symbols and
the appropriate alarms and indications will not be activated, even if
CAUTION the features have been included in the ENC.

All ECDIS must have a function to display the edition number of the IHO Presentation
Library that is in use within the ECDIS.

Master and OOW: Be familiar with the function in your ECDIS that
will display the edition number of the IHO PL. This function provides
evidence that the ECDIS is up-to-date to the latest IHO standards.
CAUTION

[Link] ECDIS Training and Familiarization

[Link].1 ECDIS Specific Familiarization

The ISM and the STCW require that all Masters and OOW servicing on ships fitted with
ECDIS must undertake generic ECDIS training, as per IMO Model Course 1.27, in order to
obtain or revalidate their Certificate of Competency.

[Link].2 ECDIS Type Specific Familiarization

Additionally, the Company must provide training to Master and OOWs on ship-specific
equipment, including ECDIS.
Note
Master and OOWs:
 You must undertake generic ECDIS training course (as per IMO Model Course
1.27) in periods not exceeding the 5 years.
 You must undertake type-specific ECDIS training for the specific system fitted
onboard, and developed by the ECDIS makers, before you take charge of a
navigational watch.

[Link].3 Onboard ECDIS Familiarization

All ECDIS Operators: In addition to the above requirements, you must be familiar with the
ECDIS installation onboard the ship you are servicing. The onboard ECDIS familiarization
includes backup systems, sensor configuration and integration, operational status of ECDIS
units and ship-specific contingency scenarios, such as power failure, loss of inputs from
heading, speed and electronic position-fixing systems, as well as spoofing and jamming
errors.
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Note
All on-signing Masters and OOWs: You must be provided with onboard ECDIS
familiarization (form N 022) before you keep an independent navigational watch, and each
time you join any managed ship.

Master and OOWs: You must demonstrate both on-screen “past

track” (usually 12 hours) and the “playback” facility (usually a
minimum of 90 days).
CAUTION

Once the Master and OOWs have been trained and are familiar with the use of ECDIS, the
challenge of retaining ECDIS proficiency remains. Masters and Officers must maintain and
improve their ECDIS knowledge and proficiency regularly through refresher training.

[Link] Responsibilities
Master: Ensure that:
 The OOWs have received the appropriate familiarization with onboard ECDIS.
 The OOWs are trained and thoroughly understand the capabilities and limitations of
onboard ECDIS equipment and its ability to enhance situational awareness.
 The voyage planning on ECDIS unit(s) is comprehensive, with sufficient detail.
 The ECDIS functions are providing advanced warnings of navigational hazards and
charted dangers.
 The ECDIS units are handled onboard in accordance with IMO provisions and other
international and local regulations/recommendations.
 The OOWs are not basing their decisions purely on information derived from the
ECDIS, but from a process where the integrity of all information is backed up by
cross-checks.

Master: You are the ONLY person authorized for the effective use,
setting, non-muting and adjustments of the anti-collision and
navigational safety alarms on the ECDIS.
CAUTION

Navigation Officer:
 Carry out a comprehensive voyage planning on ECDIS unit(s).
 Ensure that the largest scale of all relevant ENCs for the intended passage are
available onboard.
 Ensure that the license of all relevant to the intended passage ENCs is valid and
that all ENCs are up-to-date.
 Ensure periodic testing and maintenance of ECDIS unit(s).
 Report any malfunction, defect or failure to Master.
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
Note
These checks and tests are in addition to those required to be done by the OOW as part of
the Navigational Watch or during Pre-Arrival/Departure.

OOW:
 Be familiar with the use of ECDIS unit(s) onboard before taking over your first
watch.
 Follow Master’s standing orders.
 Monitor the operational status of ECDIS.
 Avoid over-reliance on ECDIS.
 Get ready to undertake all necessary actions in case of single/multiple ECDIS
failure.
Operations/Marine Manager:
 Review the applicable regulatory framework, industry standards and best practices.
 Regularly review and compare the results of internal and external navigational
audits, verification assessments, and VDR analysis to:
o Ensure compliance with navigational practices, procedures, and standards.
o Identify trends, assign any follow-up actions and training necessary,
develop improvement plans, set targets, and monitor the rectification
actions.
o Adopt improved navigational practices and procedures.
 Issue navigational Campaigns and instructions related to ECDIS, as necessary.
Marine S/T:
 Provide assistance to Master/ship as and when required in lien with application and
improvement of the navigational standards onboard ships related to ECDIS use.
 Communicate to crew any information relevant to regulatory framework, industry
standards and best practices related to ECDIS handling.
 Arrange software updates of ECDIS.
 Follow up the defect reporting related to ECDIS unit(s).
 Support the fleet and the Operations/Marine Manager with preservation of
navigational standards related to ECDIS.
 Conduct navigational assessments onboard.

[Link] Onboard Maintenance

ECDIS is a complex, safety-relevant, software-based system with multiple options for display
and integration. The ongoing safe and effective maintenance of ECDIS involves many
stakeholders, including seafarers, the Company, equipment makers and hardware and
software maintenance providers. It is important that all these stakeholders have a clear and
common understanding of their roles and responsibilities in relation to ECDIS maintenance.
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ECDIS is considered as a critical equipment.

CAUTION

[Link].1 Virus Protection

Removable media, such as USB drives and CD, are commonly used on ECDIS to install
updates to the ENCs, the permit files and software. The ECDIS is also interconnected with
other navigation systems, such as GNSS and ARPA. This can make the system vulnerable
to a virus spread between platforms.
Master:
 Restrict the use of ECDIS to trained and authorized personnel only.
 Ensure that only software and data pertinent to the ECDIS is installed.
 Restrict the connection of any personal device to ECDIS unit(s)
 Keep ECDIS updated to latest IHO standards.
Navigation Officer:
 Use a dedicated empty removeable media for licenses installation and latest
updates to ECDIS.
 Scan the removeable media prior its use.
 Keep the anti-virus and anti-malware tools up-to-date.
 Run permits and ENC data through anti-virus and anti-malware tools.
 Proceed with frequent backing-up of crucial data, including passage plans,
navigational data and software.


Note
A dedicated USB drive marked as “ECDIS USB” must be only used for licenses installation
and latest updates to ECDIS unit(s). The USB drive must be kept under the responsibility of
the Navigation Officer, and checked for viruses every time before being connected to
ECDIS.

[Link].2 Software Maintenance

ECDIS in operation comprises hardware, software and data. It is important that the
application software within the ECDIS works fully in accordance with the Performance
Standards and is capable of displaying all the relevant digital information contained within
the ENC.
Any ECDIS which is not upgraded to be compatible with the latest version of the IHO ENC
Product Specification or the PL may be unable to correctly display the latest charted
features. Additionally, the appropriate alarms and indications may not be activated even
though the features have been included in the ENC. Similarly, any ECDIS which is not
updated to be fully compliant with the latest version of the IHO Data Protection Standard
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may fail to decrypt or to properly authenticate some ENCs, leading to failure to load or
install.
Makers must provide a mechanism to ensure software maintenance arrangements are
adequate. This may be achieved through the provision of software version information using
a website. Such information must include the IHO Standards implemented.

ECDIS that is not updated to the latest version of the IHO Standards
may not meet the chart carriage requirements, as set out in SOLAS
regulation V/[Link].
CAUTION

The Company ensures that software updates, provided by the maker in a secure and
systematic way, are installed and tested on all ECDIS and recorded (NP 133C).
Master:
 Create a complete list of what software versions are currently running on the ship’s
equipment (including ECDIS).
 Ensure that all equipment can display the current software version.
 Verify that the ship can do a complete roll-back to a previous version, if an upgrade
goes wrong, to enhance safety.

DO NOT conduct any system update/upgrade while ship at sea. If it is

unavoidable to update the ECDIS software while underway, the
ECDIS units must be updated one at a time, to ensure that at least
one ECDIS unit is dedicated to route monitoring.
CAUTION

Note
Keep software up-to-date to minimize hacking and malware problems.

[Link].3 ECDIS Chart 1 and IHO PL Edition 4.0 symbols checking

This is the IHO recommended method for checking that the ECDIS can display symbols
correctly. There is no intention for the IHO to issue a check data set for IHO Presentation
4.0.
ECDIS users can check that their systems are capable of displaying the new symbols
introduced in the IHO S-52 PL edition 4.0 by opening the ECDIS Chart 1 datasets. ECDIS
Chart 1, which includes a legend of symbols used in ENCs, must be installed on all ECDIS.

Note
Guidelines for performing the ECDIS Chart 1 check is provided in Appendix 5 of this manual.

Navigation Officer:
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 Perform the checks prior to departure or after a software update, system upgrade
and change of equipment.
 Report any anomalies in the display immediately to Master who must follow the
procedures as per form N 023 (ECDIS Failure).

[Link].4 Planned Maintenance System (PMS)

The continued effectiveness of ECDIS relies on the regular maintenance of the hardware.
Master:
 Ensure that a regular maintenance of all ECDIS units onboard is carried out in line
with ship’s PMS and maker’s instructions.
 DO NOT allow untrained personnel to attempt any maintenance to ECDIS unit(s).
 Retain in the appropriate file any service and repair reports for ECDIS unit(s).
 In case of defect, advise the Company immediately through the SMS critical defect
reporting procedure.
ETO / Navigation Officer:
 Perform the navigational daily routine check and verify the correct ECDIS function.
Document the results in the Daily Tests and Checks (form N 020).
 Advise the Master prior conducting any maintenance to ECDIS hardware.
 Take care of ECDIS maintenance; this may include:
o Software edition (weekly check for available updates and regular software
upgrades are compulsory as per SOLAS)
o UPS/batteries performance and switchover mechanism from primary to
secondary power supply (weekly)
o Clean (brush wipe) processor unit (weekly)
o Conformance of alignment with inputs and sensors (weekly)
o Availability of critical spares (monthly)
o Ventilation fan operation (monthly)
o Cabling connections (every 6 months)
o Clean trackball (every 6 months)
o Clean processor unit filter (annually)
o Hard disk performance (recommended replacement every 3 years)
o Replacement of fans, boards, and LCDs as per makers' recommendations.
 Report any defect immediately to the Master.
 Avoid to conduct the maintenance work while the ship is at sea, unless it will have
no impact on the safe navigation of the ship.

[Link].5 Spares
The minimum stock of critical spares is available onboard in accordance with the maker’s
recommendations and listed within the PMS.

Note
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The ship is equipped with a spare Solid-State Drive (SSD) disk for each ECDIS workstation,
containing the image of installation of the latest software version. If a workstation fail, the
replacement of the SSD must be effectuated through instructions from the Company’s
Technical Department, and if necessary, through the ECDIS maker’s service support. If the
replacement of the SSD had been necessary for one ECDIS workstation only, it must be left
to synchronize with the working one. If the replacement has been done to both stations, the
actual passage plan must be re-entered either electronically from the backup disk dedicated
for this purpose or manually by consulting the Passage Plan printout.

Marine S/T: Verify that the ship is equipped with the minimum required spare parts for
ECDIS during your onboard visits.

[Link] Troubleshooting

[Link].1 IHO S 58 Standard – ENS Validation

The majority of ENC checks defined in IHO Standard S-58 are intended for use in the ENC
validation software used by Hydrographic Offices or Regional ENC Coordinating Centers.
These were not intended to be used in ECDIS. However, some makers have incorporated
some, or all the ENC validation checks in their ECDIS software. As a result, you may see
misleading messages indicating that official ENC data contain errors, when it does not. In
some cases, official ENC data may even being reported as not suitable for navigational use.
Master / Navigation Officer: Report these errors where an ENC has failed to load, to the
Company. These are normally identified by the ECDIS as a fatal error or ENC failed import.
Marine S/T: Contact with UKHO, and ask to seek advice from the ENC producer.

[Link].2 Incorrect Chart Information

According to IHO rules, each producer is responsible for producing the ENCs in their own
waters. As a result, UKHO is responsible only for Great Britain ENCs.
Master / Navigation Officer: Report all errors to the Company.
Marine S/T: Contact with UKHO, and ask to pass the error to the producer Nation with the
aim of resolving any issues.

[Link].3 Conversion Errors

When ENCs are loaded into an ECDIS, they are converted from the standard S-57 format
they are supplied into the systems specific format of the ECDIS being used (the System
ENC – SENC).
Data being supplied within AVCS has been validated to very high standards and the number
of conversion errors being reported must be low.
When loading ENCs, the ECDIS could report the following error conditions: The ECDIS is
unable to load the ENC or Update at all, or loads and reports an error. This is not common.
Master / Navigation Officer: If the problem persists, report these errors to the Company.
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Marine S/T: Contact the Vanos S.A Customer Support (+30 6937312105).
The ECDIS loads the ENC or Update and reports a warning. This is common on some
ECDIS systems and reflects minor differences in the way it interprets the S-57 standard.
There is no evidence that the correct operation of the ENC in the ECDIS is affected in these
cases.

[Link].4 Security Scheme Errors (SSE)

As part of the IHO Standard S-63 Data Protection Scheme, ECDIS must include standard
error and warning messages called Security Scheme Errors (SSE). The table below shows a
list of the SSE codes:
Error messages likely to be displayed in an ECDIS unit
SSE 03 Certificate is invalid SSE 10 Files are different (check after
(Authentication failure) decryption)
SSE 04 Format of Certificate is SSE 11 Cell Permit file not found
incorrect (Authentication (Decryption failure)
failure)
SSE 05 SA Digital Certificate file is not SSE 12 Cell Permit format is incorrect
available (Authentication (Decryption failure)
failure)
SSE 06 SA Digital Certificate is invalid SSE 13 Cell Permit is invalid (checksum
(Authentication failure) [CRC] is incorrect/decryption failure)
SSE 07 Certificate file is not available SSE 14 Incorrect system date
(Authentication failure)
SSE 08 Format of Private Key is SSE 15 Subscription license has expired
incorrect (Authentication
failure)
SSE 09 Signature is invalid SSE 16 ENC CRC value is incorrect
(Authentication failure)

 Codes 03 to 09 relate to ECDIS check of the authenticity of the discs being loaded.
 Codes 11 to 13 relate to the permits supplied.
 Codes 14 and 15 relate to checks on license validity.
 Codes 10 and 16 relate to checks carried out on the consistency of the ENC data.

[Link].5 ECDIS Reliability

Factors that can affect ECDIS accuracy and reliability include:
 Issues with ECDIS hardware and software
 Improper application of software updates
 Improper change management for hardware and software updates
 ENC programming accuracy with regard to scales, datums, point features versus
area features, the survey date and survey techniques used
 ENC database management
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 Slow response/refresh rates

 Look-ahead feature not identifying or alarming grounding risk
 Freezing of ECDIS monitors.
Master / Navigation Officer:
 Be aware of the problems that can result from using point features instead of areas
features on an ENC.
 Create a backup of ECDIS data so any part of the passage plan could be reviewed
(see paragraph [Link].5)
 Verify after any hardware or software upgrade or maintenance that the ECDIS
remain compliant with IMO performance standards. Keep relevant record on
Admiralty ENC and ECDIS Maintenance Record (NP 133C).
 Contact immediately the makers if errors displayed on ECDIS cannot be resolved.

Conduct a Risk Assessment to identify mitigation measures, when

errors displayed on ECDIS, until the error condition has been
resolved.
CAUTION

Marine S/T: Be in close contact with ECDIS makers and ensure that any relevant
information for ECDIS performance is shared with ships under management without delay
and that original equipment maker (OEM) technical bulletins are acted upon, as necessary.

[Link].6 Contacts
PROBLEMS CONTACT
HARDWARE: Difficulties with the keyboard, mouse, display or main
system console, CD or DVD drive. 1. Company
SOFTWARE: Difficulties with configuring or using the ECDIS system 2. ECDIS Maker
software, interfacing problems.
CHART INSTALLATION: Problems with installing certificates,
permits and ENCs, standard error codes displayed. 1. Company
CHART CONTENT: Display anomalies or mismatched data 2. ENC distributor
displays.

Master / Navigation Officer: When reporting a chart problem, provide the following details:
 License number and ship name
 ECDIS/Software Maker
 Details of error message – Including ‘SSE’ error code
 Screen shot(s) of error
 Details of Base Discs or DVD used (date)
 Details of Update CD used (date)
 Details of permits used (date)
 Details of Cell number(s) errors apply to
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 Have there been any configuration changes to computers

 Details of User Permit(s) and PIN(s).

[Link] ECDIS Failure

ECDIS unit receives data from other equipment (sensors) in order to present the ship’s
picture/sailing live on the ENC and needs a power supply in order to run efficiently.
The Company:
 Establishes a contingency planning in case of ECDIS unit(s) failure (primary or total
failure).
 Conducts quarterly drills related to the ECDIS unit(s) failure.
 Includes the ECDIS primary or total failure drills in the annual drill schedule.
 Contains the course of actions in case of primary or total ECDIS failure in the
Emergency Response Plan (ERP) of the ship.
 Provides ship with additional backup hard disk drive - HDD (plug and play, with the
latest updated software) for all ECDIS units fitted onboard, where the ECDIS unit is
not fitted with 2 hard disk drives - HDDs.
Master: Verify that the OOWs are trained on the course of actions required in case of
primary or total ECDIS failure and familiar with the ECDIS software.
OOW:
 Be able to respond and maintain safety of navigation while the ECDIS is temporary
or permanently unavailable.
 Be familiar with the main and backup power supply of the ECDIS unit(s), in order to
be able to restore the operational condition of the ship.
 Be familiar in switching between the ECDIS units and the hard disk drive - HHD in
case that an ECDIS unit fails.

[Link].1 ECDIS Primary and Total Failure

The hardware/software failures have as a consequence the unavailability of ECDIS unit(s).
Master:
 Inform the Company and ECDIS maker’s support service and seek advice.
 Increase the bridge watch category.
 Refer to Appendix 1 - ECDIS Failure (Units and Sensors) Emergency Response.
 Refer to ECDIS Failure Contingency Diagram (see below).
OOW:
 Call the Master immediately.
 Alert the rest responsible ship’s personnel.
 Switch on the secondary ECDIS unit, to take over the navigation, when the primary
unit fails.
 Activate the second hard disk drive - HDD if the ECDIS unit is fitted with 2 hard disk
drives - HDDs.
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 Install and activate the backup hard disk drive – HDD (plug and play, with the latest
updated software), if the ECDIS unit is fitted with 1 hard disk drive - HDD.

ECDIS Failure Contingency Diagram

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Note
Additional measure to provide redundancy in case of complete ECDIS failure (both main and
backup units) is the use of RNCs (after receiving flag state approval) as to proceed in a safe
anchorage or position to wait ECDIS service support or full paper charts coverage for the
remaining voyage

[Link].2 ECDIS Sensor Failure

The ECDIS unit remains in operation when the GNSS and/or any other sensor fails, thus the
information may mislead the OOW. The course of actions in case of ECDIS sensor failure is
included in the Emergency Response Plan (ERP) of the ship.
Master:
 Verify that the OOWs are trained on the course of actions required in case of
ECDIS sensor failure.
 Inform the Company and sensor maker’s support service and seek advice.
 Refer to Appendix 1 - ECDIS Failure (Units and Sensors) Emergency Response.
OOW:
 Call the Master.
 Alert the rest responsible ship’s personnel.
 Monitor the ECDIS alarms constantly.
 Cross check the ECDIS sensors performance frequently.
 Monitor the alarms that may appear on other bridge equipment provided data to
ECDIS, that could lead to ECDIS unavailability or poor performance.
 Select a backup sensor to restore the ECDIS good working condition.
 Be familiar with the process of selecting a backup sensor, in order to complete it
quickly and not compromise the safety of navigation.
Upon restoration of ECDIS sensor failure:
OOW:
 Ensure that Primary and Secondary position sources are working correctly.
 Confirm heading source is selected and working correctly.
 Confirm that RIO is operating correctly.
 Check current position.
 Verify that own ship shape is correct and aligned to ship’s head.
 Conduct Alarm self-test.

[Link].2.1 GNSS Failure

ECDIS is capable of working efficiently without GNSS, following a loss of signal or jamming.
Master:
 Ensure that the bridge team regularly practices navigating by ECDIS:
o In Dead Reckoning (DR) mode
o With no GNSS input.
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 Refer to Appendix 1 - ECDIS Failure (Units and Sensors) Emergency Response.

OOW:
 Ensure thorough knowledge of what actions to take in the event of GNSS failure.
 Conduct following actions, as a minimum:
o Call the Master.
o Alert the rest responsible ship’s personnel.
o Read and acknowledge alarm, identifying the failed sensor.
o Select secondary position fixing sensor, if possible.
o If GNSS is unavailable, select DR or EP mode.
o Fix ship’s position using other than GNSS position fixing methods.
o Identify other equipment that may be affected by the failed sensor.
o Initiate defect rectification.
o Amend ship’s route as necessary.

[Link].3 ECDIS Power Failure

The ECDIS unit may temporarily remain out of service because of power failure. All ECDIS
units are fitted with an internal battery that can maintain the hardware in operation (without
the monitor) for at least 45 seconds, enough time for the Emergency Diesel Generator
(EDG) to start and provide the system with power in case of a black out. In addition, ships
can be fitted with Uninterruptible Power Supply (UPS) batteries to keep the system up and
running for a sufficient time to allow restoration of the power supply.
OOW:
 Be familiar with the ECDIS features and the respective course of actions.
 Conduct following actions on all systems, as a minimum:
o Call the Master and initiate defect rectification.
o Alert the rest responsible ship’s personnel.
o Consider a controlled shutdown of one ECDIS unit when both units are
reverting to UPS supply.
o Restart the second ECDIS unit in a timely manner to coincide with the
expiry of UPS power on the first ECDIS unit.

[Link].4 ECDIS Cyber Security

ECDIS and associated sensors are potentially vulnerable to cyber-attacks, i.e.,:
 A malware or spoofing attack
 GNSS jamming
 A denial of ECDIS attack.
Attacks may have a malicious intent or may be unintentional. In general, ECDIS is at risk by:
 The introduction of a USB connection to the system
 The connection of the ECDIS with an internal (LAN) or external network (internet)
communication, download or support purposes.
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Navigation Officer:
 Use of a dedicated USB memory device for ECDIS. The USB must be scanned for
viruses’ prior insertion into the ECDIS. All other USB devices are prohibited.
 Update the endpoint protection software (including anti-virus) on monthly basis.
Keep the software running at all times.
 Proceed with ECDIS data backup.
 Ensure that USB blockers are in position, to prevent unauthorized access.
Master:
 Restrict the use of USB charging in the bridge area.
 Restrict the access to the ECDIS computer through password protection.
 Keep the ECDIS software updated.
 Follow the ERP in the event of a suspected cyber-attack or actual system failure.
 Conduct ECDIS security drills at regular intervals as per Company’s drills schedule.

 Implement cyber security measures.

 Do not post passwords in the vicinity of the ECDIS or left as
the default maker password.
CAUTION

[Link].5 ECDIS Data Backup Procedure

The backup of ECDIS data serves to release storage space on the ECDIS and provide a
readily available record in case of ECDIS failure, loss of data or inadvertent deletion of data.
Navigation Officer:
 Follow maker’s instructions and backup routes, user charts, mariner added objects,
manual layers, ECDIS Log Book and other relevant ECDIS data on a dedicated
USB memory device marked as “ECDIS Backup”.
 Ensure adherence to the Cyber Security Policy in force.

Back up the ECDIS data every day at noon time.

CAUTION

[Link].6 ECDIS Failure Drills

Exercises and drills are good opportunities to test officers and crew reaction to scenarios
that have the potential to develop into an emergency. It is also possible to encourage people
to be proactive and think beforehand actions necessary in case of an emergency, like an
ECDIS failure.
The Company:
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 Establishes an ECDIS failure drill at quarterly base.

 Includes the requirement for ECDIS failure drill in the annual drill schedule plan.
 Requires from the managed ships to include a simulation of power failure and each
mandatory sensor input failure, during the ECDIS failure drill, to test the recovery
methods in practice.
Master:
 Establish a realistic drill scenario with the involvement of all of the navigating officers.
 Test the officer’s reaction in the event of ECDIS power failure or mandatory sensor input
failure (e.g., GNSS, Gyro compass, Speed Log) and provide them with guidelines when
considered necessary.
 Repeat the drill when this, according to your judgement, is necessary.
 Proceed with a drill post meeting in order to discuss with the participants the drill’s
outcomes and identify required training needs.
 Inform the company about the drill’s results through the Master’s Drill Evaluation Report.

[Link] ENC (Electronic Navigation Chart)

[Link].1 ENC Cell File Names

The ENC cells are named using an 8-character identifier, followed by a 3-character file with
type extension as follows:

CCPXXXXX.000 .000 = File Type

Extension. Indicates that it
is the base dataset.
CC = Producer Subsequent updates
Code as applied to the ENC cell are
described in S-62 sequentially numbered .001,
.002 etc.

P = Navigational XXXXX = Individual Cell Name. Each

Purpose depending on ENC producer has its own policy on
the intended use. naming of individual ENC cells.

For example, GR508017.001 indicates that the producer (GR) is the Hellenic Hydrographic
Service, the navigation purpose (5) is Harbour, the individual cell name is 08017, and that it
is the first update of the cell (the file type extension is ‘001’).

Note
Not all ECDIS display the file type extension.
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[Link].2 ENC Navigational Purpose

The IHO S-57 defines 6 navigational purposes that an ENC can be designed for:

Value Navigational Purpose

1 Overview
2 General
3 Coastal
4 Approach
5 Harbour
6 Berthing

[Link].3 ECDIS Chart 1

OOW:
 Use ECDIS Chart 1 to review the symbols introduced in IHO S-52 PL Edition 4.0.
The ECDIS Chart 1 is a legend of the entire set of symbols that may be used within
an ENC, and is installed on all type-approved ECDIS systems.
 Alternatively, you may consult a paper-based reference guide to avoid disrupting
the ECDIS display (especially whilst on route), such as the UKHO nautical
publication NP 5012 “The ADMIRALTY Guide to ENC Symbols Used in ECDIS”.

ECDIS chart 1
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[Link].4 Pick Reports

The additional information required by the OOW could be provided by the pick report. This
allows the OOW to use the cursor and click on the feature of interest, and the ECDIS will
return an on-screen report which lists all of the features located in the position of the cursor.
The OOW can choose which of these features is of interest, and view the full details of them
as contained in the ENC data.
The pick report must contain information about the ENC cell loaded in the ECDIS at the
selected point, as well as information about the feature objects located at the point.
Additionally, the pick report allows the user to access further information about a feature
which is contained in text or picture files delivered with an ENC cell.
The ECDIS pick up report function reveals significant attributes relevant to navigation (e.g.,
the characteristics of lights, positional accuracy of features, data quality information), that are
not usually automatically displayed when at Standard display mode.

OOW: DO NOT place an over reliance on the use of pick reports

whilst conducting a voyage. Instead, review the required information
in advance as part of a structured passage planning process.
CAUTION

Note
The hover-over function enables the OOW to access information by hovering the cursor over
the item to be interrogated. This function is limited to buoys, beacons, lights, landmarks,
information and date dependent symbols.

[Link].5 Traditional and Simplified Symbols

ECDIS can display chart symbols in either traditional or simplified form. Traditional symbols
are much like those used in the paper chart, while the simplified symbols have been
designed for optimal display on a screen.

OOW: Be familiar with the ECDIS symbols and how they differ from
symbols on traditional paper charts.
CAUTION

Note
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All simplified point symbols are positioned on the center of the feature, whereas traditional
point symbols are positioned using the base of the symbol.

[Link].6 Display of non-ENC Data

ECDIS is able to determine the status of ENC data being displayed, by inspecting the
information contained within it. When any part of the screen area displays data not
generated from ENC, then ECDIS will provide an indication similar to the following:

“No official data available. Refer to the paper chart”

The boundary between ENC and other chart data is also clearly identified on the ECDIS
display by a special line style as shown below:

Where the ENC data has been supplemented by other non-official information in the SENC
database, as may be the case with SENC distribution, the specific features in display which
do not originate from the ENC database will be highlighted by a yellow information symbol:

[Link].7 Overlapping Data

When creating ENC data, ENC producers must ensure that the areas of coverage contained
in their ENC cells do not overlap with other ENC cells of the same navigational purpose.
However, not all ENC producers have succeeded in removing overlapping data in all cases.
It is likely that the ECDIS will respond in one of 3 ways to overlapping data:
1. ECDIS selects the most appropriate ENC cell whose compilation scale is closest in
value to the viewing scale and displays it. When interrogating objects on screen, the
system only returns a pick report for that ENC cell.
2. ECDIS selects the most appropriate ENC cell whose compilation scale is closest in
value to the viewing scale and displays it. But the pick report returns information on
all ENC cells in the area being viewed.
3. ECIDS displays all ENC cells in the appropriate usage band for the viewing scale.
The pick report returns information on all cells in display.
Scenario 1 is likely to be safe to continue usage; in Scenario 2, the OOW must confirm that
the ECDIS is only using the ENC cell being displayed to control the alarms based on the
safety settings; Scenario 3 is unlikely to be safe to use.
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OOW:
 Review the [Link] file found on each copy of service media where the ENC
data is stored, where overlapping data are typically listed.
 View the graphical catalogues offered by the ENC service providers, where the
presence of overlapping data is likely to be apparent.
 Check the ECDIS Procudures, provided by the ECDIS maker, and test how the
system responds to the ENC data under different display conditions during passage
planning. Pay attention to how the ECDIS behaves as the safety contour and safety
depth settings are changed.
 Purchase the appropriate ENC cell, to minimize the display issues. Consider:
o The compilation scale of the ENC cell
o The issue date of the ENC cell
o The updating history of the ENC cell.

[Link].8 [Link] file

The [Link] file includes important information regarding the ENC service and the
ENC data contained in the service, such as details of overlapping ENC data, any new
examples of significant ECDIS display anomalies, or details about ENC accuracy and datum
issues.

The [Link] file is an important source of safety information

regarding ENCs.
CAUTION

Navigation Officer:
 Be familiar with the latest contents of README file before planning any route.
 Consult the README file on a weekly basis or each time the data is updated before
using the ENC.
The README file included as part of the AVCS service is updated weekly, and is structured
as follows:
 Latest corrections – Additions to the file from the previous week to allow the reader
to see what’s new.
 General Cautions – Information about general issues regarding ECDIS and ENC
data.
 Specific Cautions – Information related to ENC data from specific producer nations.
 Withdrawn ENC – Details of the ENC cells which UKHO has removed from sale for
safety reasons, and which must therefore be purged from the SENC database.
 ENC suppliers’ information – The information provided by the Regional ENCs and
individual ENC producers about their ENC data.
 AVCS service information – Information that is specific to UKHO’s own integrated
ENC service.
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[Link].9 Admiralty Raster Chart Service (ARCS)

ARCS is the UKHO’s RNC service which contains raster versions for most of the paper
charts published by Admiralty. The ECDIS is compatible with the use of Raster Navigational
Charts (RNC) in the Raster Chart Display System (RCDS) mode.

[Link].9.1 Limitations of Raster Chart Display System (RCDS) mode

Master / OOW: Be aware to the following limitations of RCDS mode:

 Unlike ENC, where there are no displayed boundaries, RNCs are based on paper
charts and as such have boundaries which are evident in ECDIS.
 RNCs will not trigger automatic alarms (e.g., anti-grounding). However, alarms and
indications can be generated with the manual addition, during passage planning,
e.g., of clearing lines, ship safety contour lines, isolated danger markers and danger
areas to mitigate these limitations.
 Horizontal datums and chart projections may differ between RNCs. Mariners must
understand how a chart's horizontal datum relates to the datum of the position fixing
system in use. In some instances, this may appear as a shift in position. This
difference may be most noticeable at grid intersections.
 A number of RNCs cannot be referenced to either WGS-84 or PE 90 geodetic
datums. Where this is the case, ECDIS must give a continuous indication.
 The display of RNCs features cannot be simplified by the removal of features to suit
a particular navigational circumstance or task at hand. This could affect the
superimposition of radar/ARPA.
 Without selecting different scale charts, the look-ahead capability may be limited.
This may lead to inconvenience when determining range and bearing or the identity
of distant objects.
 Orientation of the RCDS display to other than chart-up may affect the readability of
chart text and symbols (e.g., course-up, route-up).
 It is not possible to interrogate RNC features to gain additional information about
charted objects. Whether using ENC or RNC in the planning process, consult all
relevant publications (such as sailing directions, etc.).
 With RNC, it is not possible to display a ship's safety contour or depth and highlight
it on the display unless these features are manually entered during route planning.
 Depending on the source of RNC, different colors may be used to show similar
chart information. There may also be differences in colors used during day and
night time.
 A RNC is intended to be used at the scale of the equivalent paper chart. Excessive
zooming in or out can degrade the displayed image. If the RNC is displayed at a
larger scale than the equivalent paper chart, the ECDIS will provide an indication.
 ECDIS provides an indication in the ENC which allows a determination of the quality
of hydrographic the data. When using RNCs, consult the source diagram or the
zone of confidence diagram, if available.
(Source: MSC.1 / Circ. 1503/ Rev.1 – Appendix 2)
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[Link] ENC Display

[Link].1 Display Modes

ECDIS displays can be broadly divided into 4 types:

Display Description Consist of

Mode
Base Provides the minimum level of  Coastline (high water)
information. It is not intended  Own ship’s safety contour
to be sufficient for safe  Isolated underwater dangers of
navigation. It is not possible to depths less than the safety contour
remove information contained which lie within the safe waters
within the “Base Display”, so defined by the safety contour
this information is  Isolated dangers which lie within
permanently shown on the the safe water defined by the safety
ECDIS display. The “Base contour, such as fixed structures,
Display” is a subset of the overhead wires, etc.
“Standard Display”.  Scale, range and north arrow
 Units of depth and height
 Display mode.

Standard The “Standard Display” is the Base Display +

default ECDIS display. It is  Display base
considered to be the minimum  Drying line
information that must be  Buoys, beacons, other aids to
displayed at all times and navigation and fixed structures
depending upon the needs of  Boundaries of fairways, channels,
the Navigation Officer is the etc.
starting point from which  Visual and Radar conspicuous
additional information can be features
added during the passage  Prohibited and restricted areas
plan appraisal.  Chart scale boundaries
 Indication of cautionary notes
 Ship routing systems & ferry routes
 Archipelagic sea lanes.

Custom The custom display is Standard Display +

configured by the OOW for Feature categories depending on the
route planning or monitoring. navigational conditions.

All / Other This display mode presents all Standard Display +

of the information available in  Spot soundings
the ENC data.  Submarine cables & pipelines
 Contours and labels
 Details of all isolated dangers
 Details of aids to navigation
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 Contents of cautionary notes

 ENC edition date
 Most recent chart update number
 Geodetic datum
 Magnetic variation
 Graticule
 CATZOC
 Place names.

Do not use Base or Standard display on their own, without the

additional layers required for safe navigation.
CAUTION

The ECDIS display is likely to be very cluttered when the “All Display” mode is selected,
particularly if there is a lot of textual descriptions or magenta information symbols on display.
The Company defines the customizing ECDIS display layers for various navigational
situations.

Note
Guidelines for ECDIS Display Management is provided in Appendix 3 of this manual.

OOW:
 Be familiar with the “Custom Display” options of the ECDIS to ensure the display
can be configured safely.
 Appraise and customize the display according to:
o Company’s procedures
o Master’s standing orders.

OOW: When the ship is due to breach the limiting boundaries of the
XTC, the safety contour, the manual safety contour, or whenever the risk
of missing navigational data could jeopardize safe navigation:
CAUTION  Switch on the full display on ECDIS.
 Increase the bridge manning level, due to the fact that
switching on all layers will lead to excessive data cluttering
on the ECDIS, and
 Call the Master immediately.
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[Link].2 Color Palettes (Day and Night use of ECDIS)

ECDIS is able to display ENC data using different color palettes. Day, dusk and night are
preset modes on the ECDIS unit, allowing OOW to select the display levels in accordance to
natural light conditions. The daytime setting has a much higher contrast and brightness level
to make sure that the features are appeared clearer under direct sunlight. These levels of
brightness are reduced for the dusk setting and reduced further during the hours of
darkness, so as to preserve clarity and night vision.

There are limitations on maintaining the same level of display clarity under all operating
conditions. Reduction in brightness and contrast levels associated with dusk and night
palettes can lead to a misinterpretation of displayed features. In addition, dimmer switches
provided for individual monitors might suppress ENC objects so that they are not easily
identified.
The optimum display set can also be affected by other issues, such as:
 Using day mode and then reducing brilliance at night to a very low level
 Using covers to ECDIS monitors
 Lack of re-adjustment under changing natural light conditions
 Extensive user customization of display and brightness settings.

Using suboptimal display presets could conceal crucial information.

CAUTION

OOW:
 Use the preset modes for day, dusk and night conditions.
 Adjust the display modes on changing of natural light conditions.

Note
The display settings are part of the taking over the watch procedures (form N 006).
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When operating at dusk or at night:

 Set the safety contour as per Company’s instructions rather than leave the ECDIS
to default 30 m.
 Set the display to 2 rather than 4 depth shades, to increase the contrast difference
either side of the safety contour.
 Make sure that the shallow pattern is switched on if the ECDIS provides this
feature.
 Use simplified symbols for buoys and beacons, as they stand out more clearly than
the traditional symbols.

[Link].3 Display of Depth Shades

ECDIS provides 2 options for color coding of the depth areas. The OOW can choose
between the simple 2-color shading and the more elaborate 4-color option. To support the 4-
color option, the ECDIS allows the OOW to set shallow and deep-water contours in addition
to the safety contour.

TWO COLOR DEPTH

Setting
Next Setting
Next Deeper Defining
Navigational Shallower Defining
Area Color Depth Area Shallow
Information Depth Area Deep Border
Color Border of
Color of Area
Area

Water Deeper Safety

Navigable
White than the Safety N/A Medium Blue N/A Contour
Waters
Contour Setting

Water
Safety
Non Navigable Shallower than
Deep Blue White N/A Contour N/A
Waters the Safety
Setting
Contour

FOUR COLOR DEPTH

Setting
Next Setting
Next Deeper Defining
Navigational Shallower Defining
Area Color Depth Area Shallow
Information Depth Area Deep Border
Color Border of
Color of Area
Area

Deep Waters White Water Deeper N/A Light Blue / N/A Deep Contour
than the Deep Grey Setting
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Contour

Water Deeper Safety

Navigable Light Blue / Deep Contour
than the Safety White Medium Blue Contour
Waters Grey Setting
Contour Setting

Water
Safety Shallow
Non-Navigable Shallower than Light Blue /
Medium Blue Deep Blue Contour Contour
Waters the Safety Grey
Setting Setting
Contour

Water
Shallow
Shallow Shallower than
Deep Blue Medium Blue N/A Contour N/A
Waters the Shallow
Setting
Contour

The use of 4 shades reduces the contrast difference between adjacent

depth areas. This may make it more difficult to distinguish between
safe and unsafe waters under certain lighting conditions, particularly at
night where its use is not recommended.
CAUTION

[Link].4 Shallow Pattern

The shallow pattern is a diagonal lattice drawn over the waters that are shallower than the
Safety Contour.
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Note

W
hen switching on the shallow pattern option, the area of unsafe water becomes more
distinct, which is helpful when operating under difficult conditions, such as night, where it
may not be obvious when large portions of the screen are displaying shallow waters.

[Link].5 The Isolated Danger Symbol

It is the conspicuous symbol displayed where one of features
such as wrecks, rocks and obstructions such as wellheads, fish
havens and diffusers, is known to have a depth less than or
equal to the safety contour value entered by OOW, and it sits in
the deeper waters beyond the safety contour as depicted by the
ECDIS (i.e., it is a hazard to navigation located in otherwise “safe
waters”).

Submerged danger features which reside in the unsafe waters within

the displayed safety contour, and those which are considered safe
which reside in the safe waters beyond the displayed safety contour,
are not depicted in Standard Display mode. The feature will only be
CAUTION displayed where ECDIS is set to All or Custom Display mode.

The isolated danger symbol is only applied to wrecks, rocks and obstructions that are
submerged. It is not applied to soundings. The symbol most commonly represents a point
feature, but will appear in the center of obstructions which are area features (e.g., foul area).

OOW: Take due care when encountering an isolated danger symbol.

Use the ECDIS pick report in any case to confirm whether or not the
feature poses a real danger to the ship.
CAUTION
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Note
In order to illustrate the isolated danger symbol and the effect on the ECDIS on the various
safety settings, the Appendix 6 of this manual summarizes the symbols that the ECDIS must
display for wrecks at varying depths and different ECDIS display modes.

[Link] ENC Display Scale

[Link].1 Compilation Scale

The Compilation (or Best) Scale is the scale according to which the chart information meets
the IHO requirements for chart accuracy. It is established by the producing Hydrographic
Office and encoded in the ENC. The compilation scale must be considered as the optimum
display scale of ENC data.

Note
Compilation Scale is the main scale to use in order to ensure that the display is optimized for
navigation, without the risk that ENC features are overly enhanced or suppressed.
To ensure consistency and improved display, most ENCs are assigned to one of the IHO’s
recommended standard scales.

OOW: Use the Compilation Scale as far as practicable to ensure screen displays features at
the most optimum scale.

Note
Using the 1:1 button or selection will revert the ENC display immediately to compilation
scale.

[Link].2 Selecting Appropriate Display Scales

Zooming in to a larger scale introduces the risk that any positional errors that may exist in
the ENC data are magnified to a point where the data becomes unsafe to use, and this fact
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will not be immediately apparent as the ECDIS will continue to display the text and symbols
at a fixed size.
Zooming out to a smaller scale introduces the risk that the display may become cluttered as
the same amount of information is compressed into a smaller area on the screen. Important
navigational features may therefore become obscured from view.
OOW:
 Obtain licenses for and use the largest scale of ENCs available for all stages of the
intended passage.
 Zoom-in or zoom-out one scale above or below the Compilation Scale if required to
examine data, and then return back to Compilation Scale.

DO NOT zoom in or out more than one scale above or below

compilation scale, as critical information may varnish, or its position
may be distorted.
CAUTION

[Link].3 Over Scale Area

The ‘over scale area’ warning symbol appears, as a result of an automatic over scaling,
performed by the ECDIS when matching adjacent ENC cells at different compilation scales.
This warning pattern is consisting of a series of parallel vertical lines and must normally
appear where the automatic loading results in the smaller scale being enlarged by more than
twice its compilation scale. Where the pattern appears as a result of ECDIS matching
adjacent ENC cells, and the operator then zoom-in further, the symbol may disappear and
be replaced by the appropriate warning indicator.

“Over Scale Area” warning pattern displayed across an ENC cell

The presence of jail bars on the screen means that 25% of the
information is missing or is out of position.
CAUTION

If the display is compiled from more than one ENC of the same compilation scale, and if the
OOW deliberately chooses to zoom in so that the display scale exceeds the compilation
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scale, then only the "overscale indication" must be shown, as per below. The "overscale
pattern" must not be shown.
“Not recom. scale”

[Link].4 Scale Maximum (SCAMAX)

SCAMAX determines the display scale above which an object is either no longer visible or
not displayed correctly on the ECDIS screen. The dangers of scale maximum are important
but often overlooked. Zooming in over the compilation scale has an effect on the charted
position of any feature/object, due to how the software can process the S-52 charted objects.

[Link].5 Dangerous Effects of Over-Scale ECDIS Display Near “Isolated

Dangers”
At the ENC compilation scale, area details which are too small to chart, but still present a
hazard to navigation, are typically replaced by a point symbol larger than the charted size of
the feature (such as a very small reef). Zooming in to over-scale negatively impacts the
relationship between the scaled size of the (now larger) real-world area hazard and the size
of the symbol. The isolated danger mark appears in the ECDIS screen with a height of 7 mm
which does not vary with any change of display scale.

When the ENC is displayed at the compilation scale, any danger presented by an isolated
danger is more visual apparent. However, when displayed at over-scale, a ship positioned
the same unsafe distance from the isolated danger incorrectly appears to be safe, because
the isolated danger symbol is still the same size on the screen.

ENC at compilation scale ENC beyond SCAMAX

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OOW:
 Be aware of the dangerous effect of overscale on the display near “Isolated
Dangers” symbol.
 Ensure that the ship’s route is planned to clear these dangers by at least as far as
the Zone of Confidence category, around the danger, dictates.

[Link].6 Scale Minimum (SCAMIN)

SCAMIN is the term for the scale below which an object will not be displayed on an ENC.
The main purpose of this feature is to reduce ECDIS screen clutter as seen by the OOW
who could have zoomed out of the compilation scale.
Note
The ECDIS must be set to operate with SCAMIN OFF for appraisal, planning and review
phases to ensure that all information is seen and with SCAMIN ON for execution and
monitoring of the passage plan in order to reduce ECDIS screen clutter.

Note
Feature objects which are not being displayed because of their SCAMIN value must still be
detected by the ECDIS alarm functions. However, the OOW must not rely on automated
alarms alone.

OOW:
 Ensure a careful management of SCAMIN use, in order to avoid the risk of not
seeing all relevant and possibly safety critical information.
 Ensure that “Autoload” and “Autoscale” functions are on.
 Prefer to use ENC at compilation scale.
Autoload function: The system automatically loads new and displays the ENC with the best
scale at ship’s current position.
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Autoscale function: The system periodically checks the current scale of each display area
for own ship position against the compilation scale of the largest chart. If the scales differ,
the scale ratio is automatically changed to match the compilation scale of the chart.

[Link] ECDIS Overlays

RADAR and AIS overlays can be displayed on ECDIS. These overlays must not degrade the
display of SENC information and must be clearly distinguishable.

Overlays MUST NOT be kept constantly to avoid excessive clutter on

the ECDIS, as this could lead to important ENC features being
missed.
CAUTION

[Link].1 RADAR Overlay (RIO)

The Radar overlays are an important way to quickly and effectively cross-check ship position
against the input provided by continuous position-fixing equipment, when near shore lines or
charted objects.
OOW:
 Use RIO for position verification at regular intervals and various navigational
conditions as defined in Chapter [Link].
 Use traditional techniques to plot ship’s position, such as lines of position to plot
visual/Radar fixes. This will act as a cross-check and will be recorded on the ECDIS
data log.
 Confirm alignment of RIO against ENC display every 15 mins, when RIO is used as
position verification

[Link].2 ARPA Information Overlay

The ECDIS have the ability to overlay ARPA information.
OOW: Consider the following when overlaying Radar information on ECDIS:
 RIO and ARPA acquired targets have separate functions and display options.
 Overlaying ARPA data will duplicate the alarms.
 When selecting and acquiring a target, be aware of the target priority.
 An awareness of ranges and scales in use on ECDIS and Radar is required.
 ARPA targets, when displayed, will have the same vector settings, stabilization and
motion as own ship. Any changes to these settings for ARPA targets will also be
reflected in own ship.
 Duplication of vectors and tracks will occur when displaying the same ARPA and
AIS tracked targets. It may not be easy to differentiate between ARPA and AIS
targets if both are acquired. However, ARPA must be prioritized.
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DO NOT use ECDIS as an aid for collision avoidance, even when

displaying RADAR and AIS target information.
CAUTION

[Link].3 AIS Overlay

ECDIS is capable of superimposing AIS data using the AIS overlay feature.
OOW: Consider the advantages of integrating AIS with ECDIS:
 Increases situational awareness and allows a better predict of the movement of the
ship when making decisions related to the planned route.
 Many problems common to tracking targets by RADAR, namely clutter, target swap
and target loss, do not affect AIS targets in the same way.
 Smaller ships can be detected in advance.
 Assists to identify ships by name or call sign and by ship type and navigational
status.
 Receives navigational warnings sent by VTS.
 Allows to fully utilize AIS virtual and physical AtoN.


Note
If the ENC gets too cluttered, the display of RADAR and AIS information can be removed by
a single operator action.

 Be aware of the limitations arising from the use of AIS Overlay.

 Information provided by AIS may not give a complete correct traffic picture as:
o Not all ships exhibit AIS information
o The AIS information may not be accurate
o Ships may switch off their AIS transmission when they are in certain high-
risk areas.
 When maximum number of displayed AIS targets is exceeded, the targets farthest
away will bedropped in favor of closer targets.
 AIS ship transmission can be interfered with to provide false information (spoofing).
 Errors such as offsets and position smoothing, are inherent in the equipment.
 User errors.

AIS information transmitted by own ship can be viewed in ECDIS to

ensure accuracy. Ensure that AIS information is correct and up to
date.
CAUTION

Consider the following:

 Overlying AIS data may duplicate alarms between the equipment.
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 Duplication of tracks may occur when displaying AIS and ARPA tracked targets.
 AIS targets, when displayed, will have the same vector settings, stabilization and
motion as own ship. Any changes to these settings for ARPA targets will also be
reflected in own ship.
 The orientation of the AIS target symbol must indicate its heading, but, if that
information is not received, the symbol must be aligned to the Course Over the
Ground (COG).

AIS is an aid to situational awareness. DO NOT use it as the primary

aid for collision avoidance.
CAUTION

[Link].3.1 AIS Aids to Navigation (AIS AtoN)

An AIS AtoN is a digital aid to navigation that can be displayed on ECDIS. The AIS AtoN can
be either physical or virtual and are broadcasted by an authorized service provider.
A physical AIS AtoN is broadcasted from a physical AtoN, such as an AIS transmitter fixed to
a buoy, beacon or light. The advantage of this is that the AIS transmission can provide the
position and the purpose of the aid in ECDIS long before it can be observed by sight or by
RADAR.
A virtual AIS AtoN (V-AIS) is a signal
broadcast from an onshore AIS station that
displays an AtoN at a particular location on
ECDIS. No physical AtoN exists at the
location. The virtual AIS AtoN are primarily
used for marking positions when it is
impractical to establish a physical AtoN.
This could include the timely marking of
uncharted hazards, such as wrecks,
channel boundaries and overhead
clearances, until a permanent AtoN can be
established. The virtual AIS AtoN are normally used where they are known to be permanent
or deployed for a fixed time period.
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The virtual AIS AtoN are identified by the symbols shown below:

OOW: Consider the following when overlying AIS AtoN information in ECDIS:
 When fitted to selected fixed and floating AtoN, AIS AtoN can provide additional
information such as tide and current data, weather and visibility conditions.
 Since physical AIS AtoN show the object’s real-time position, there can be a
discrepancy between the AIS AtoN position and the charted position, indicating that
the physical AtoN is slightly off position. If an AtoN is significantly off position, it will
transmit an error code.
 Virtual AIS AtoN may be used to supplement navigational warnings.


Note
Absence of AIS AtoN symbols from the ECDIS display may indicate that PL 4.0 has not
been correctly installed on the ECDIS.

[Link] ENC Accuracy

[Link].1 Survey Accuracy – CATZOC

The Category Zone of Confidence (CATZOC) values are used to indicate the accuracy of
data presented on the ENC to assist the OOW with determining:
 A safe UKC, and
 A safe horizontal clearance from charted dangers.
There are two validations of Zones of Confidence:
 The assessed, and
 The unassessed.
Assessed areas are symbolized by the number of stars, while unassessed areas are
symbolized by the letter U.
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Table of CATZOC values and their meaning

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OOW / Navigation Officer:

 Activate the “information on chart display layer” to view the CATZOC values on
ECDIS display.
 Activate this setting when planning a new route or changing an existing route whilst
enroute.
 De-activate this setting during voyage execution to reduce the clutter on ECDIS
screen.

Whilst CATZOC provides useful information, it MUST NOT be relied in

isolation.

OOW: Use ECDIS pick report function to interrogate any further

information that may have been provided by the ENC producer, to
CAUTION build a full picture of the accuracy of available ENC data, and establish
the appropriate safety tolerances when determining the best passage
plan.

[Link].1.1 ZOC Assessment into the Route Planning

The level of confidence on each Zone of Confidence classification is as follows:

ZOC Level of Confidence

A1 and A2 Navigate with confidence.
B Navigate having in mind that possibly – but unlikely – an uncharted
danger affecting the surface navigation exists.
C Navigate with caution since hazardous uncharted features may be
expected, particularly in or near reef and rocky areas.
D Navigate with high degree of caution, as these areas contain either
very sparse data or may not have been surveyed at all.
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U Navigate with the same degree of caution as ZOC D.

Master and OOW: Consider not only the depth (vertical) accuracy
and the position (horizontal) accuracy of the ENC data but also the
seafloor coverage.
CAUTION

[Link].1.2 Position Accuracy

The horizontal error in Zone of Confidence categories C, D and U could be in excess of 500
meters.
Master: Define safety horizontal margins for the specific voyage based on:
 Zone of confidence category
 Ship’s size and condition (laden or ballast)
 The area of sailing
 The prevailing weather conditions.
Navigation Officer: Reflect the agreed safety margins in the passage plan and ask all the
OOW to countersign them.
 OOW: Open sea navigation:
o Identify hazards to surface navigation and mark them with an alarmable
area.
o Maintain a safe distance from the hazard(s).
o Verify ship’s position on the ENC before approaching and on clearing the
position.
o Use the ENCs at the compilation scale.
 Coastal navigation:
o Identify hazards to surface navigation and mark them with an alarmable
area.
o If there are many hazards in a small area, mark them as one area and
maintain a safe distance from the hazard(s).
o Use parallel indexing when passing from areas with numerous hazards to
surface navigation.
o Increase the frequency of position verification.
o Use the ENCs at the compilation scale.
Note
Perform cross-checking of the ship’s position more frequently when navigating in CATZOC
areas C, D or U.
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[Link].1.3 Depth Accuracy

When the ship must sail in areas where the Zone of Confidence is C, D or U, the navigation
must be exercised under extreme precautions.
Master: Contact local authorities seeking details about draft restrictions that include:
 Date of the most recent dredging
 Maximum allowed arrival/departure draft
 Most recent deepest arrival/departure draft (arrival and safe berthing of ships of
similar size and draft establishes a degree of safety for the transit under prevailing
environmental conditions).

Master: Conduct a Risk Assessment when the ship sails in CATZOC

areas C, D or U and ask the Operations/Marine Department
approval.
CAUTION

The Risk Assessment may include considerations related to:

 Existing ENCs and publications
 Navigational warnings
 Prevailing weather conditions
 Required transit speed
 Adjustment of ship’s draft
 Tide estimations
 Ship’s maneuvering characteristics
 Traffic in the area
 Other operational constrains.
Navigation Officer:
 Follow the sailing directions recommended route for the particular part of the
voyage.
 Follow regular shipping lanes for the particular part of the voyage.
 Plot the course in areas with dense spot depth soundings.

Note
Perform echo sounder comparison, where applicable, more frequently when navigating in
CATZOC areas C, D or U.

[Link].1.4 Seafloor Coverage

ZOC Assessment
A1 and A2 Where the seafloor features are detected and the sea depths accurately
measured, the ship can be assessed that navigates within safe waters.
B There is unlikely to be anything affecting surface navigation, though it
remains possible.
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C There is a strong possibility of undetected features, or charted features

significantly out of position.
D There is a very strong likelihood of large undetected features absent from
the chart. As these areas have no systematic survey, or are completely
un-surveyed, these features may be as large as an entire submerged reef
rising to just below the surface. If contemplating entering a ZOC D area,
ensure that there is sufficient time to react to dangers as they are
revealed.

Taking into account the above, when preparing a passage plan.

Navigation Officer:
 Open sea navigation:
o Arrange the ship’s transit to be through deep water (more than twice the
static draft).
o Check the CATZOC value, if the deep-water transit is not available.
 Coastal water navigation:
o Avoid operating in coastal water unless entering or leaving a Port.
o Check the CATZOC value, when navigating within coastal waters.
 If CATZOC value is C, D or U:
o Follow the sailing directions recommended route for the particular part of
the voyage.
o Follow regular shipping lanes for the particular part of the voyage.
o Review previously used route.
o Contact local authorities seeking information.
OOW: When executing the passage plan within areas with CATZOC value C, D or U:
 Use the echo sounder to monitor depth consistency between measured and charted
depth to receive a warning before approaching any depth anomalies.
 Increase the bridge watch level to ensure monitoring of information and enhanced
lookout.

[Link].2 Unreliable Depths

The equivalent symbol used by an ECDIS to display unreliable soundings is a depth value
surrounded by a grey scale.
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[Link].3 Datums
ENCs are comprised of 3 sets of datum’s, i.e., sounding, vertical and horizontal datums.

[Link].3.1 Vertical and Sounding Datum

Master and OOW: These will affect the voyage plan. For example, when calculating the
UKC, the sounding datum is taken, and the tidal height applied to this. Similarly, when
considering the vertical clearance, e.g., the air draft, be aware of the datum details for the
ENC.
OOW:
 When transiting from area to area, the datum can change, but the ECDIS may not
alarm to show there has been a change in the datum. Therefore:
o Monitor the “pick report” function on the ECDIS.
o Consider any variants in the passage plan, in particular for UKC and air
drafts.
 For vertical and sounding datums, there is on occasion more than one datum used
for any ENC area cell. This can override the general information datum on the ENC,
therefore check the “pick report” function for the vertical datum of data and the
sounding datum of data, known as M_VDAT and M_SDAT respectively.

 Exercise caution with respect to physical object datum, such as bridges, as these
may be based on different datums; each object must therefore be individually
checked during passage planning.

[Link].3.2 Horizontal Datum

Horizontal datum is commonly WGS84, and this is the case with ENCs so that the ship
position is compatible with the charted information. Where it is not possible to position the
information on the chart to WGS84 datum, inaccuracies may exist in ENC. In this case the
ship’s position will essentially be correct, however the charted information, for example the
coastline, maybe out of position relative to ship owing to a different datum. In this case, the
ENC producers will reflect the inaccuracies in the assigned CATZOC symbol, or in text notes
or caution areas.
OOW: Ensure that:
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 You are aware of the CATZOC symbol.

 Text labels are switched on. If there is a significant area of inaccuracy, this must
show in the ECDIS “pick report” function.
When the OOW sees a warning in
ECDIS screen associated with a
cautionary area, this warning
indicates that the area shown has had
an average shift of data applied to it.
This is usually due to a large number of differences to the WGS84 datum within one area.

Master and OOW: Be familiar with the ENC datums.

CAUTION

[Link].4 Risk of Over-Reliance on ECDIS

There is a potential danger that comes along with using computerized systems that can
receive highly accurate sensor data and present that real time navigation picture on a chart.
The danger lies with the fact that the system’s real time sensor data, high-resolution chart
graphics, drawn to scale ship outline, motion vectors, etc. make it very tempting to rely
almost exclusively on the system, without understanding the limitations and potential errors.

Electronic navigational aids MUST NOT replace traditional

navigational practices. Visual bearings and target ship visual aspect
are used as primary means for collision avoidance, supplemented by
Radar/ARPA.

OOW: Understand the potential for system errors and malfunctions,

CAUTION including errors in displayed data, errors of interpretation, incorrect
user set-up, or improper configuration or calibration of system
parameters.

Master / OOW:
 Be aware that the accuracy of any ECDIS system will vary with sensor accuracy,
chart accuracy, user settings and other system variables.
 Use other available methods, independent of ECDIS, to determine the ship’s
position, course and speed.
 Monitor the ECDIS accuracy more closely and be prepared in case of ECDIS
failure.
 Use that backup system in case of ECDIS failure, and understand the different
levels of backup depending on system configuration and severity of the failure.
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Maintain an effective all-round lookout at all times by all available

means.
LOOK OUT OF THE WINDOW.
CAUTION

[Link] Installing and Updating ENC

[Link].1 Installation of ENC

[Link].1.1 Installing and Managing ENC Permits

The ENCs are distributed on CD-ROM and DVD media and are encrypted according to the
IHO S-63 Data Protection Scheme. Initially, the ship is provided with ALL of the latest base
and update discs which contain all the ENCs. However, these cannot be accessed by the
ECDIS, unless a valid set of S-63 ENC Permits is installed. Each ENC Permit is unique and
is the method which gives the user selective access to particular ENCs required for an
intended voyage. To obtain a set ENC permits the ship must provide the ENC service
provider with a User Permit, which is a 28-character alphanumeric string which must have
been supplied with the paperwork that accompanied the ECDIS on delivery. The User Permit
can also be viewed from within the system - see the section on Viewing the ECDIS User
Permit.
The ENC Permits will be supplied to ship by the ENC service provider (Vanos S.A.) in a
zipped file. The contents of this file will depend on the number of ECDIS units onboard, as
each AVCS license allows for use on up to five ECDIS. When extracted, one or more set of
permit files ([Link] and [Link]) will be copied automatically into folder(s) named
MASTER, BACKUP, RESERVE1, RESERVE2 and RESERVE3, depending on the number
of ECDIS configured on the bridge. The contents must be extracted to a media, e.g., USB
flash drive that can be read by the system. Connect the USB flash drive to One Ocean
software and follow the maker’s instructions for importing the license information (see Chart
Provider’s Manual).

Note
Master and Navigation Officer: Report to ENC service provider the instances where an
ENC cell has failed to install. These are normally identified by the ECDIS as fatal error or
ENC failed import. The ENC service provider will seek to resolve this with the ENC producer
and/or ECDIS maker, as appropriate.

[Link].1.2 Installing AVCS Base CDs

The ENC data is delivered on a series of CD-ROMs (or a DVD) labelled Base and a CD-
ROM labelled Update. Each Base disc contains all the ENC base cell files and associated
updates for those producer nations identified on the CD label. The ship is provided with all
ENCs in service but can only access those ENCs that they are licensed for. The AVCS Base
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discs are periodically reissued to free up space on the AVCS Update CD (about every 6-8
weeks).
The ENC Base discs must be loaded first before any AVCS Update CD can be loaded. The
AVCS Base disc label contains the date and week of issue. Users must only load an AVCS
Update CD that is newer than the installed bases. Connect the AVCS Update CD to ECDIS
unit and follow the maker’s instructions for importing the cell files (see also paragraph
[Link].1)

[Link].2 Updating ENC and AIO

[Link].2.1 Updating ENC

The ENCs are updated on a weekly basis and updates are distributed on CD-ROM (or a
single DVD). The only exception to this is in a week when the AVCS Base discs are re-
issued; in these instances, an AVCS Update CD will not be issued. The AVCS Update CD
contains all new ENCs, new editions of ENCs and ENC updates issued since the last set of
AVCS Base discs were issued. The CD is cumulative so the user only has to load the latest
week number.
Navigation Officer:
 Update the system using the AVCS Update CD or remotely over the Internet, with a
USB flash drive, using the OneOcean software.
 Update weekly the ENCs in order to be always kept updated to the latest issued
weekly NM corrections.
To prevent any software virus infection, only updates from the AVCS and ENC service
provider must be used on the ECDIS unit(s). The media used to upload the updates on the
ECDIS unit(s) must be scanned by an updated antivirus software (see paragraph [Link].1).

Master: Ensure that weekly updates to ENCs are being properly

implemented on all ECDIS stations by the Navigation Officer as per
latest Notice to Mariners.
CAUTION

[Link].2.2 Manual ENC updates

Where the ENC needs to be updated manually, the manual update/corrections function of
the ECDIS can be used to insert additional S-52 objects, including symbols, lines and areas.
The manual update can be displayed together with the ENC data and can be acted on by the
ECDIS software in the same manner as the data from ENC. This may be required when:
 Information cannot be added via the automatically updating route in a timely matter.
 Supplementary information or local navigation warnings are received.
 Local navigational warnings are not included in the weekly ENC updates.
 Significant information is missing or incorrect in the ENC data.
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Navigation Officer:
 Use the same symbols as official ENC data.
 Ensure that important safety information is not deleted
with the use of manual ENC updates.
 Make the manual updates alarmable to warn the OOW,
when the look-ahead zone touches the feature.
 Be aware that official ENC data cannot be deleted or
permanently removed; it can only be crossed out.
Delete Manual Update

[Link].2.3 Updating AIO

The AIO is a worldwide digital dataset designed to be displayed over ENCs in ECDIS and
other chart display systems to provide additional information during passage planning. The
overlay displays paper charts T&P NMs where temporary information has not been encoded
by the producer into the underlying ENC. The AIO also draws attention areas where
differences between ENCs and paper charts may affect the passage plan (EP NMs).
The AIO is refreshed every week, as part of the AVCS Weekly Update and is issued on disc
and by download. The weekly disc contains the base edition and all the updates to date, so
the Navigation Officer only needs to load the most recent disc onboard. A New Edition is
issued approximately every 2 years, after 90 weekly updates.
In common with all ENCs, downloaded weekly updates can only be applied to the most
recent base edition issued, and must be applied in sequence.

[Link].2.4 Updating ENC and AIO While Enroute

Navigation Officer: The ENC and the AIO must be updated weekly.

 Conduct a route check after applying any update.

 Review the alarm log generated after the updating and make sure that critical
alarms are properly identified.
 Re-assess the UKC calculations.

Although ECDIS equipment and ENCs are designed to be very

reliable, there is a risk of problems occurring when ENCs are being
added, removed or updated. DO NOT attempt to make changes to the
installed AVCS ENCs when the equipment is being used for primary
CAUTION navigation or if the ship is committed to an imminent departure.
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ENC and AIO updating flowchart

[Link].3 Withdrawal of ENC

"Cancellation" is the term used when an ENC producer issues an update to cancel and
delete a base cell. Since an ENC can only be updated by the ENC producer, it follows that
an ENC can only be cancelled by the ENC producer.
"Withdrawal" is the term used when the UKHO decides to withdraw an ENC from
ADMIRALTY services, since the UKHO is unable to "cancel" an ENC from another ENC
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producer. The key distinction is that if an ENC is withdrawn, there is nothing to prevent end
users continuing to use the cell until their permit expires.

While cells remain withdrawn, they will not be updated and their
carriage will not satisfy SOLAS requirements.

Navigation Officer: Remove these ENC cells from ECDIS. Notice for
CAUTION withdrawal of ENC cells will be communicated via ENC service
providers.

The withdrawal of ENCs from ADMIRALTY services is communicated in the [Link]

file. A full list of withdrawn ENCs is maintained in the updates tab at: [Link]/avcs.

[Link].4 Temporary and Preliminary Notices

The issuing of temporary and preliminary information is an essential part of keeping
navigational charts up-to-date. However, T&P NMs are produced for paper charts, not ENCs
and not every ENC producer includes T&P NM information in their ENCs (a list of ENC
producers whose policy is to include T&P NM information in their ENCs can be found at:
[Link]/avcs and in the INFO folder on all ANCS and AIO disks).
When T&P NMs are included in the ENCs data, they are applied as a standard update, but
with a date dependent attribute (a valid to / from date).
Navigation Officer: Be aware that:

 The T&P NMs updates are not always obvious to the user.
 The ECDIS route scan will detect the presence of a T&P NM (within the cross-track
corridor) if it has a danger attribute. If not, the T&P NM will not appear in the route
scan report.
 The T&P NM information is likely to display different content than that which
appears in the NM of the paper chart.
 Some ENC producers simply issue an update to the ENC with the new information,
then another one when the change expires.
In cases where T&P NMs are not included in local ENCs, the T&P NMs issued for paper
charts are available through AIO. The T&P NM are displayed as colored polygons with a
hatched fill which indicates the area affected by the NM. The polygon carries the same NM
number that is used in the Admiralty weekly bulletin.
The AIO displays also Preliminary Notices to Mariners (EP NMs). The EP NMs highlight
navigationally significant differences between ENCs and paper charts. The EP NMs are
displayed in the same way as T&P NMs. Each NM is allocated a unique EP NM number.
The full text of the NM is included as an associated text file which can be displayed by
selecting the “Temporary Notice to Mariners” or “Preliminary Notice to Mariners” feature in
the ECDIS pick report. Any associated diagrams may be also viewed through the picked
report.
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Navigation Officer: Be aware that:

 There may be delays in updating AIOs from the time a T&P or EP NM has been
published, updated or cancelled.
 The AIO is a visual layer over an ENC and does not display details of the actual
notice.
 The AIO may not contain all T&P or EP NMs issued by the ENC producer.
 Where conflicts of scale occur between UKHO products and the areas covered by
T&P or EP NMs, the AIO will display a grey hatched polygon labelled “No Overlay”.
 Gather information from other sources, such as local Notices to Mariners, to
determine whether are any relevant T&P or EP NMs.
 When navigating in these areas, consult other sources of information such as
NAVTEX, EGC warnings, Local Authorities etc.

[Link].4.1 Handling T&P NMs onboard

Navigation Officer:
 Print the T&P NMs from section II of weekly Notice to Mariners.
 Update the T&P NMs filing system.
 DO NOT rely on AIO and plot as manual layer, as opposed to a generic text box
and made alarmable to highlight any navigational hazard, all the T&P NMs within
50 nm on either side of the planned track.
 Remove from passage plan any cancelled T&P NM.
 Update the passage plan, if necessary.
 Proceed with route re-validation and advise the Master and the OOW accordingly.
Master:
 Ensure the proper implementation of T&P NMs in the passage plan.
 Check and approve the amended, due to T&P NMs, passage plan.

[Link].5 Navigational Warnings, NAVTEX messages and Local Information

Plot the navigational warnings, NAVTEX messages and local information as manual layers
on the ECDIS both during planning stages and while executing a passage.
Navigation Officer: During passage planning stage:
 Restart the NAVTEX receiver at least 8 hours prior ship’s departure from the Port.
 Set up the NAVTEX receiver (stations and types of messages) to receive Marine
Safety Information broadcasts applicable to ship’s location and planned route. See
a list of NAVTEX stations in Admiralty List of Radio Signals volume 3 part 1.
 Ensure that the NAVTEX receiver is printing all in-force warnings applicable to
planned route.
 Erase all NAVTEX warnings from ENCs.
 Plot as manual layer, as opposed to a generic text box and made alarmable to
highlight any navigational hazard, all NAVTEX warnings within 50 nm on either
side of the planned route or verify that the NAVTEX warnings information is
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currently displayed in the ENCs when ECDIS have a feature to automatically import
navigational warnings from NAVTEX receivers.
 Set up the EGC receiver to receive Marine Safety Information broadcasts,
applicable to NAVAREAs and Coastal Warning Areas, relevant to the planned
route.
 Check the filing system of navigational warnings received through EGC system and
plot as manual layer, as opposed to a generic text box and made alarmable to
highlight any navigational hazard, all in-force navigational warnings within 50 nm
on either side of the planned route or verify that all in-force navigational warnings
information is currently displayed in the ENCs when ECDIS have a feature to
automatically import navigational warnings from EGC receivers.
 Update the passage plan accordingly.

NAVAREAs Map

OOW: While executing a passage:

 Set up the NAVTEX and EGC receivers to receive Marine Safety Information
broadcasts applicable to the ship’s position and route.
 Review incoming messages and either transfer pertinent information, as alarmable
manual layer, to the ENCs, or
 Verify that the pertinent information is properly plotted on the ENCs when the
ECDIS have a feature to automatically import navigational warnings from NAVTEX
or EGC receivers.
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Note
Specific details of navigational warnings received from NAVTEX and EGC systems must
be plotted as manual layer as opposed to a generic text box and made alarmable, to
highlight any navigational hazards, within a distance of 50 nm from either side of the
planned route.

 Mark and countersign the incoming messages printouts as:

o “Verified on ECDIS”, when the warning is affecting the ship’s route and the
information is transferred directly from NAVTEX and EGC to an ECDIS.
o “Plotted on ECDIS”, when the warning is affecting the ship’s route and
plotted as an alarmable manual layer to an ECDIS.
o “Out of route”, when the warning is not affecting the ship’s route (outside a
distance of 50 nm from either side of the planned route).
The manual plotted navigational warning must contain a text box where the number of the
warning, the date of issue and a generic description of the warning must be included.

 Erase all cancelled NAVTEX and EGC warnings from ENCs.

 Proceed with route re-validation and advise Master and all OOW regarding the
newly received navigational warnings. They must verify their acknowledgement by
countersigning the incoming messages printouts.
 Update the passage plan with the newly received or erased navigational warnings.

All the navigational warnings, not containing co-ordinates (latitude

and/or longitude) must be plotted as an alarmable manual layer. This
information must be made available to all OOW.
CAUTION

 Keep the navigational warnings from NAVTEX receivers for a reasonable time, not
less than the end of each voyage.
 Keep the filling system of Marine Safety Information broadcasts from EGC receiver
updated. After reviewing the incoming messages, file them according to the
NAVAREAs and the Coastal Areas that they serve, retained them for their in-force
period and dispose them when expired.
Master:
 Ensure the proper implementation of navigational warnings in the passage plan.
 Check and approve the amended, due to navigational warnings, passage plan.

[Link].6 Chart Management

The ECDIS systems have the functionality to display a graphical catalogue of ENCs installed
and provide information on chart update status.
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The Company has established a contract with a chart service provider (Vanos S.A) to:
 Provide remote updating services through the web or email for electronic charts.
 Provide the latest Notice to Mariners on a weekly basis.
 Use the chart provider’s automated software tool “OneOcean” for chart
management and voyage planning.

Note
See guidelines for the chart provider’s automated software (OneOcean) in Chart Provider’s
Manual.

Master and Navigating Officer: Keep up-to-date the Admiralty ENC and ECDIS
Maintenance Record (NP 133C). The NP 133C publication provides an easy method for
managing and maintaining all ENC and ECDIS related documentation and assists in the
auditing and inspection of ENCs and their updates.

[Link].7 Electronic Chart (ENC) Coverage

In areas where ENCs are not available at an appropriate scale then ECDIS must use Raster
Navigational Charts (RNC) in the Raster Chart Display System (RCDS) mode.
Master:
 Consult the Flag to ascertain if any paper charts must be carried; this is because
not all Flag States recognize RNCs as being equivalent to paper charts or ENCs.
 Undertake a Risk Assessment to justify the level of paper charts (if any) needed to
support RCDS operations. Consider the differences between operating ECDIS with
ENCs, as opposed to operating ECDIS in RCDS mode (see paragraph [Link].9.1).

[Link] Safety Settings in ECDIS display

[Link].1 Safety Depth

Visual display where depths at or below the safety depth setting are highlighted in bold,
while depths above the safety depth setting are displayed in grey.

Safety Depth = Static Draft + Dynamic UKC – HoT

Dynamic UKC: Min. UKC + Squat + Accuracy of Hydrographic Data +
Correction for Water Density + Correction Due to Heel + Wave
Response
Min. UKC: The minimum UKC specified in the SMS and/or as per
Charterer’s requirements and Local Regulations
HoT: Height of Tide + Changes in the Predicted Tidal Height

OOW:
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 Ensure that Safety Depth remains appropriate throughout the voyage.

 Check that the planned Safety Depth value remains appropriate prior to departure.
 Check again the route when the safety depth value is changed.

[Link].2 Spot Sounding Depths

Soundings equal to or less than the selected Safety Depth are displayed in bold type when
the display of spot soundings is turned ON, making them slightly more conspicuous than
deeper soundings. This is important because the Safety Depth value is intended as an aid
when no appropriate safety contour is available in the ENC.

Bold soundings (Spot Sounding depths) are less than the Safety depth indicating the limit of navigable water

[Link].3
ECDIS will only alert when crossing the Safety Contour and NOT for S
individual depths.
CAUTION
afety Contour
An alarmable safety feature that distinguishes between safe and unsafe areas, detects
isolated danger marks and raises an anti-grounding alarm if the look-ahead zone breaches
safety contour at any stage of the voyage (using both audible and visual alarm).

Safety Depth = Safety Contour

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Navigation Officer: Calculate the Safety Contour for the various stages of the passage
planning prior departure and enter this into the ECDIS. When the Safety Contour value is
entered in the ECDIS display, the ECDIS software will then draw the next available deeper
depth contour in the ENC data with a thick bold contour line style. If no Safety Contour value
is entered, the ECDIS will revert to its default Safety Contour setting of 30 meters.

OOW: Because ship characteristics vary considerably, regularly

check that the ECDIS safety settings reflect the true state of the ship,
and provide for a sufficient margin for error based on operating
CAUTION conditions and the stated quality of the ENC data.

The following conditions are met when the Safety Contour is available in the ECDIS display:
 All depths within the safety contour are highlighted in bold.
 The safety contour marks the area of safe water.
 All isolated dangers within safety contour are displayed as magenta octagons with a
white cross.
 The anti-grounding alarm activates automatically when the look-ahead zone
touches or enters the safety contour.
When the required minimum UKC is not met (having applied the IHO vertical allowances
based on CATZOC category in the area of sailing), consider the following:
 If the available safety margin under the Company’s UKC is larger than CATZOC
uncertainty, the same can be waived from the safety depth/safety contour
calculation.
 Master: If the available safety margin under the Company’s UKC is smaller than the
CATZOC uncertainty or CATZOC is C, D or U, conduct a Risk Assessment and
request permission by the Operations/Marine Manager, before calculating the
safety depth/ contour.
See below examples:
Example 1: Example 2:
Charted Depth: 15.3 m Charted Depth: 15.3 m
ZOC (B): 1.3 m ZOC (C): 2.8 m
Dynamic Draft: 12.7 m Dynamic Draft: 12.7 m
Minimum UKC: 3.1 m Minimum UKC: 4.6 m
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Tide Height: 0m Tide Height: 0m

Available UKC: 2.6 m > ZOC 1.3 m Available UKC: 2.6 m < ZOC 2.8 m
ZOC excluded from UKC Risk Assessment is required

[Link].4 Navigation Across the Safety Contour

If an appropriate Safety Contour is not available on the ENC, safe water must be defined
using an alarmable no-go line. This line distinguishes between safe water and defined no-go
areas. The manual alarmable line must be drawn as a manual layer on the ENC, and if so,
that layer must be selected and displayed during the passage.
Navigation Officer:
 Calculate the Safety Depth and enter into ECDIS a value increased by 1 meter,
taking into account the given date/time and predicted height of the tide.
 Enter as a value for Safety Contour the next shallower available from Safety Depth
value.
 Select viewing groups for soundings, seabed features and contours to be displayed.
Ensure that “ALL” display mode is selected.
 Add a Mariner's Note to show the area that may be crossed at an appropriate height
of tide with time and date for planned crossing.
 Check the soundings lengthwise to the desire ship’s course (they have been turned
to bold black color) and carefully select the soundings that are 0.5 - 1 meter deeper
from the real Safety Depth (the calculated one, not the increased by 1 meter).
 Set the manual update line, as an alarm feature, to create a Safety Contour by
connecting the selected sounding properly.
 Ensure that suitable display settings are enabled to indicate all possible dangers
within the designed Safety Contour. In addition, mark manually any spot sounding
inside ship’s XTC that is equal or shallower than the calculated Safety Depth as
navigational hazard (danger symbol), generating an audible and visible alarm when
the look-ahead zone touched it.
 Correct the value of Safety Depth by entering the calculated one and not the
increased by 1 meter.
 Run the route check to confirm that the Safety Contour line is producing an alarm.
 Ensure that the created Safety Contour is checked by another bridge Officer who is
not otherwise involved in that part of planning process.
 Save as part of passage plan in ECDIS and note the feature in the Passage Plan
records.
 Ask for Master’s review and approval.
 Conduct a safety check against the actual time of passing, in a distance of 20 miles
away from the area where the designed Safety Contour applies.
To mitigate the risks when navigating within the Safety Contour, apply the following:
Master:
 Conduct a briefing with all Navigational Officers and the C/E.
 Increase the bridge manning level.
 Take the conn.
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OOW:
 Call the Master.
 Switch on full display (category “ALL”) when the ship is due to breach the safety
contour.
 Monitor the echo sounder and increase the frequency of position cross checking.
 Reconfirm the UKC.
 Confirm that the isolated danger’s function is ON and that the features are
displayed in shallow waters.
 Confirm that spot sounding depths are displayed in ECDIS screen.
 Check that suitable scaled ENCs are available and in use.
 Confirm that the CATZOC quality has been assessed.
 Verify that the appropriate records are properly maintained.

Master: When the ship must cross the Safety Contour to continue [Link].5
along with the planned route, conduct a Risk Assessment and ask the S
Operations/Marine Manager’s approval.
CAUTION
afety Contour Value Greater Than Safety Depth Value
The ability of ECDIS to highlight a given Safety Contour based on a set Safety Depth is one
of the great advantages of the system. However, the lack of contour data currently available
within the ENCs means that the OOW will not be able to fully utilize the Safety Contour and
define the safe waters. There are cases that the ship has to proceed over soundings
shallower than the contour but deeper than the Safety Depth; in other words, the safe waters
cannot be defined by the Safety Contour.
OOW: In that case:
 Reduce the Safety Contour to a shallower contour, below the value of Safety Depth,
with risk to lose the function of the automatic alarm, as this is only generated when
crossing the Safety Contour and not the Safety Depth.
 Draw a LDL to define the “No-Go” area. When the Safety Depth value is inserted to
ECDIS, all soundings equal to or less than this value are highlighted in bold. Using
the relevant function on ECDIS, draw a danger line around the desired soundings to
produce a LDL. This manually inserted danger line will generate warnings or alarms
when the look-ahead zone touches it, replacing the safety contour.

[Link].6 Shallow Contour

The shallow contour outlines shallow waters within unsafe/non-navigable water. It is used to
highlight the gradient of the seabed adjacent to the Safety Contour.

Shallow Contour = Ship’s Static Draft + Squat (always less than safety contour)
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[Link].7 Deep Contour

The Deep Contour is often set as a depth twice the ship’s draft (but not less than 30 meters)
so that, when leaving deep water, a visual indication will be provided of areas where squat
may be experienced.

Deep Contour = Twice Ship’s Static Draft (but not less than 30 meters)

[Link].8 Look- Ahead Zone

The look-ahead zone function allows the ECDIS to scan ahead of the ship to a distance set
by the OOW. Correct setting of the look-ahead
zone and associated alarms enables ECDIS to
generate warnings or alarms in case of
navigational hazards ahead of the ship. These
warnings or alarms include:
 Approaching boundaries of prohibited
areas
 Areas where special conditions apply
 Crossing a safety contour
 Proximity to danger.
This value must be determined for each stage of the voyage and noted in the passage plan.
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The following settings are recommended for use:

Look-Ahead Zone
Navigation Area Arc Length Width
Open Waters 20 deg. 30 mins 0.2 port and
0.2 starboard
Coastal Waters 10 deg. 15 mins 0.1 port and
0.1 starboard
Confined / Pilotage 5 deg. 3 min 0.1 port and
Waters 0.1 starboard
Master:
 Taking into account factors that include ship’s speed, proximity to navigational
hazards, available sea-room, traffic concentration, geographical limitations,
environmental conditions and maneuverability, you have the right to modify (if
necessary) or augment the look-ahead zone settings after a Risk Assessment.
 Include any modification to the suggested look-ahead zone values to your standing
and/or daily orders.
 Record the modification of look-ahead zone settings in the Log Book when occurs.
Navigation Officer:
 Assess the look-ahead zone during the planning phase to control how far in
advance an alert is given before reaching a potential threat to safety or the Safety
Contour is encountered.
 Ensure that the appropriate look-ahead zone is set for each leg of the planned
route.
 Re-assess the look-ahead zone settings when the ship is navigating in CATZOC
areas with reduced position accuracy (such as B, C, D and U) to ensure that
sufficient safe margin is provided.
 Highlight the look-ahead zone on the ECDIS display.
 Request Master’s authorization prior proceeding to any change on look-ahead zone
settings.

The look-ahead zone must always be displayed so the OOW can see
what is triggering an alarm or warning indication.
CAUTION
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[Link].9 Cross Track Corridor (XTC)

The XTC is an area defined by the port and starboard navigation boundaries of the route.
Upon route validation, the XTC will be scanned by the ECDIS based on the safety settings to
highlight any alarms, cautions and expected collision avoidance situations.
The XTC values must be set for each leg of the passage plan. These values are of
importance, if:
 Too small, and if the ship needs to deviate from its route: Dangers near the route
but outside the XTC will not be highlighted,
 Too large: A substantial number of alerts may be generated.
The following minimum settings are recommended for use:

Cross Track Corridor (XTC)

Navigation Area Distance
Open Waters 4.0 nm (2.0 Port / starboard)
Coastal Waters 2.0 nm (1.0 Port / starboard)
Confined / Pilotage Waters 1.0 nm (0.5 Port / starboard)
wherever possible and practicable*

*If the setting for confined waters cannot be met due to channel’s width, then the setting
must be adjusted to channel’s width reduced by ½ time of beam.
Master: You have the right, taking into consideration factors that include available sea-room
on either side of intended track, environmental conditions, possible deviations along the
route and expected collision avoidance situations to modify the recommended XTC settings.
 Modify (if necessary) the XTC settings after a Risk Assessment.
 Include any modification to the suggested XTC values to your standing/daily orders.
 Increase the bridge manning level when the ship is expected to exit the XTC.
 Take the conn. when the ship is expected to exit the XTC boundaries.
 Record on the Log Book the time and position of exiting from and re-entering within
the XTC boundaries.

Note
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Within confined waters, the XTC must be wide enough to cover the maximum width of safe
waters, so the ship to navigate within the XTC with confidence and without needing to exit
the validated corridor.

Navigation Officer:
 Use the automatic route check function to identify the navigational hazards within
the XTC.
 Interrogate ENC features within the planned XTC during the appraisal and planning
stages of each voyage.
 Plot any additional information lying within the XTC (i.e., T&P notices, NAVTEX /
EGC warnings, other relevant information) as a manual layer and make alarmable.
OOW:
 Call the Master if the ship needs to exit the XTC.
 Switch on all layers (“ALL” display mode) when the ship is expected to leave the
original defined corridor, as to highlight any information that may be useful.

[Link].10 No-Go Areas

No-go areas help ships steer clear of dangerous waters and important marine habitat. These
waters are officially called “Areas to be Avoided” or ATBAs. The “No-Go” area is defined with
a drawing of a LDL, a line that will generate an alarm when the look-ahead zone touches it.

No-Go Area = Static Draft + Squat + Min. UKC + Accuracy of Hydrostatic Data – HoT

Squat: Predicted increase of the draft due to squat at the transit speed.

The minimum UKC specified in the SMS and/or as per

Min. UKC:
charterer’s requirements and local regulations.

Accuracy of Reference of reliability are often included on the ENCs or in the

Hydrostatic Data: form of CATZOC on ENCs.

HoT: Height of Tide + Changes in the Predicted Tidal Height

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The Safety Contour defines the boundary between navigable and non-
navigable waters and can be considered as a “No-Go” line. However,
“No-Go” areas may still be required when:
CAUTION  An appropriate safety contour is not available on the ENC.
Then, a manual alarmable contour (No-Go line) must be
drawn as manual layer on the ENC that must be always
selected and displayed during the passage.
 Passage planning requires the inclusion of supplementary
information, such as navigational warnings, NAVTEX
messages and local T&P / EP NMs pertinent to the route.
A navigational hazard, within safe waters, needs to be highlighted.

Navigation Officer:
 Replace the Safety Depth value with the No-Go Area value. All soundings equal to
or less than this value is highlighted
with bold.
 Draw a danger line around the desired
soundings to produce the LDL.
 Re-define the Safety Depth value to
ECDIS settings.
 Check that all soundings outside the
No-Go area are of a bigger value.

No-Go areas must be highlighted but must be reserved for those areas
where the attention of the navigator needs to be drawn to a danger.
Extensive use of No-Go areas must be discouraged.
CAUTION

[Link].11 Wheel Over Positions

The ship’s turning data have been entered into the ECDIS as part of its initial configuration
data during installation.

The ship’s turning data, entered into the ECDIS, are reviewed every
year and updated by service engineers, if necessary.
CAUTION

Factors affecting a turn are:

 Structural design and ship’s length, draft and trim
 Size and motive power of main propulsion
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 Amount of helm used

 Available depth
 Wind and current.
Wheel over positions within ECDIS indicate upcoming alterations based on the ship’s radius
of turn and speed at the respective leg.
The wheel over point can be defined by using the below formula:

Distance of wheel over line from the new course line = F sin Θ + R (1 – cos Θ)

Head reach-Distance travelled by ship after giving wheel over and

F: before commencing turn. Usually, one ship’s length (i.e., 0.1 to 0.15
nm)
R: Radius of Turn
Θ: Change of course angle
Rate of Turn: (V / R) x 0.96, where V = ship’s speed and R = Radius of Turn

Note

The formula is effective when the change of course angle is more than 20 degrees.
Otherwise, the wheel over point distance can be set to 0.15 nm.

Navigation Officer:
 Apply turn data to all waypoints and ensure that key turns are correctly plotted.
 Decide the radius of turn required, depending on the ship’s maneuvering
characteristics and the available sea room.
 Prepare tabular reconer for various course changes angles.
 Use critical point feature, to give warning of an approaching wheel over point, in any
case that the system does not provide a relevant alarm.

[Link].12 Critical Points

Critical points can be used along the route to highlight where the OOW needs more alert
such as when entering confined waters, mandatory reporting points or abort points.

Note
A warning alert is generated when own ship reaches a specific time or distance, set by the
Navigation Officer, in advance of a critical point on the planned route.

Navigation Officer
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 Create specific Latitude/Longitude positions on route which are defined as critical

points.
 Set the warning alert as per below table:
Critical Points
Navigation Area Distance / Time
Open Waters 5.0 nm or 24 min, whichever is greater
Coastal Waters 2.5 nm or 12 min, whichever is greater
Confined / Pilotage Waters 1.0 nm or 6 min, whichever is greater

Master: Modify or augment the critical point settings, after taking into account factors that
include ship speed, proximity to navigational hazards, available sea-room, traffic
concentration, geographical limitations, environmental conditions and maneuverability.

[Link].13 Man Overboard (MOB)

The Man Overboard feature is available on all ECDIS systems.
OOW:
 Activate the MOB feature on the ECDIS immediately in case of a MOB. This feature
places a reference marker at ship’s position at the time of activation. The range and
bearing from ship to the marker are then displayed until the MOB feature is
disabled.
 Set the time elapsed and adjust the position of MOB marker, if the MOB is not
immediately activated on the ECDIS.
 Note that the MOB feature may not provide a prediction of set and drift and so tidal
information must be known.
 Adjust the MOB marker when better information is available, such as when the
MOB casualty is observed and a bearing taken.
 Use the Search and Rescue (SAR) functionality on ECDIS, when a MOB is reported
after an unknown interval.

When maneuvering the ship to recover a MOB, ensure that the safety
contour is not crossed.
CAUTION

[Link] Position Cross-Checking

The ship’s position is fixed and plotted on the ENCs continuously and the OOW is
responsible for cross-checking of position derived from GNSS receiver.
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[Link].1 Position Cross-Check Methods

The GNSS is the standard source of position data for ECDIS. Therefore, the OOW must be
aware of the limitations of GNSS and position accuracy. The positions of GNSS must be
checked by other means at appropriate intervals to assess the accuracy of the GNSS data.
Note
Guidelines for GNSS Accuracy Index are provided in Appendix 8.

Position Cross-Check Methods

Navigation Comparison Position Position Position Position Position

Area between two accuracy accuracy accuracy accuracy accuracy
GNSS confirmed by confirmed confirmed confirmed confirmed
Receivers Celestial by DR and by RIO and by Visual / by Echo
Observation EP PI Radar Sounder
Observation use

Open
Waters
     

Coastal
Waters
     

Confined /
Pilotage      
Waters

Master and OOW: Use traditional position fixing and navigational

techniques to cross-check navigational information.
CAUTION

Note
Whichever of the above methods is used by the OOW to verify the ship’s position, it is
necessary to mark the verification in the ENC.

[Link].1.1 Global Navigational Satellite Systems (GNSS)

GNSS, and more specifically GPS, are particularly effective when integrated with ECDIS.
These systems give real-time global coverage and are highly reliable.
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[Link].1.2 Celestial Observations

Celestial navigation remains a valid means of positioning and an excellent back-up to GNSS
and compass checking, particularly when offshore.

[Link].1.3 Dead Reckoning (DR) and Estimated Position (EP)

Dead reckoning (DR) is predicting where you will be, based upon speed and course. An
‘estimated position’ (EP) refines that prediction further by applying set and drift. Estimating
where you must be at what time is very useful for aiding situational awareness and giving
advanced warning of any anomalies in other means of positioning.

[Link].1.4 Radar Image Overlay (RIO)

RIO is a quick and effective way to monitor the ship’s position relative to the planned route in
coastal and pilotage waters. RIO is important when cross-checking GNSS positions,
because any misalignment between the radar image on the ECDIS and the charted coastline
on ECDIS can give an early indication of position accuracy.
Note
Guidelines for Radar Image Overlay are provided in Appendix 7.

[Link].1.5 Parallel Indexing (PI)

PI is a useful method of monitoring cross track tendency in both poor and good visibility. The
basic principle of this method is that, in order to maintain and follow a particular course, a
line is drawn from a fixed reference point, parallel to the ship’s course, with a known and
fixed perpendicular distance. Any increase or decrease of the perpendicular distance
between the line drawn parallel to ship’s course and ship’s current position will indicate cross
track deviation from the initial planned course and thus an indication that the ship is falling
out of the planned track and may come close to a navigational hazard.
The reference point from which the bearing line parallel to course line is drawn must be for
example a fixed buoy, light house, headland, jetty, fixed platform or fixed radar conspicuous
object). Thus, the line drawn parallel to the course to steer from a fixed object is always at a
fixed distance from it.

Parallel indexing from floating objects cannot be accepted unless they

have been first checked for a position. A floating object will not give
an accurate position.
CAUTION

The parallel index may also be used to monitor other events, e.g., a wheel over position. In
this case the range and bearing of the reference point at the wheel over point and the new
track is marked on the passage plan.
Inconspicuously mark the planned PI on the ENCs at the planning stage, for various legs of
the passage, where the distance from fixed reference points is not more than 12 nm.
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[Link].1.6 Visual / Radar Observation

There are 3 different methods to confirm the GNSS position within coastal or confined
waters by fixing observed position on ECDIS:
 Visual or radar position fix with the use of EBL and VRM features. It is the simplest
way to cross-check GNSS position, while navigating with ECDIS. Obtain visual or
radar bearing and radar distance from a distinguished mark and transfer them to
ECDIS by EBL and VRM.
 Visual or radar position fix with use of cross bearings function. This method requires
more time as the ship’s position is determined with the use of at least two lines of
position. Obtain at least two visual or radar bearing from a distinguished mark and
transfer them to ECDIS by the EBL function.
 Visual or radar position fix with use of LOP function. This is a more sophisticated
method of manual position fixing on ECDIS, valuable when GNSS failure occurs. It
enables to set a reference point used for DR. Reference point function causes own
ship position to shift and, therefore, this method is not recommended to be used
while navigating with properly functioning GNSS receiver.

Note
DO NOT use Buoys alone for position verification.

[Link].1.7 Depth Comparison using the Echo Sounder

This is a complementary tool to confirm when you come across anticipated depth areas, but
can rarely give an independent position. The ship can follow a depth contour as a crude form
of indexing.

[Link].14.1 Frequency of Position Verification

The position of the ship is always available to the Master and the OOW. Therefore:
OOW: NEVER minimize your input to the bridge team, by solely undertaking the
responsibility to apply position fixing to the ECDIS at very frequent intervals.
The following position verification intervals are recommended:

Position Verification Intervals

Navigation Area Intervals
Open Waters Once every watch
Coastal Waters At least hourly
Confined / Pilotage Waters At least every 30 mins.
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[Link] ECDIS Passage Planning

The passage planning includes appraisal, detailed planning of the whole voyage from berth
to berth, including the areas where a pilot is needed, execution of the plan and monitoring of
ship’s progress during the implementation of the plan.

[Link].1 Route Appraisal

The appraisal must assess the hazards associated with the passage and determine whether
or not the intended passage is achievable. Although the passage plan will be constructed,
refined and later activated on ECDIS for the execution and monitoring stages, the appraisal
is a high-level overview. It must include supporting information such as UKC, draft, tidal
streams, environmental considerations and ETAs. Such information must be documented
along with supporting extracts from relevant publications.
Master:
 Assign the designated Navigation Officer to determine the feasibility of the voyage.
 Make the final decision on whether a Port or voyage is unsuitable or unsafe.

Master: NEVER proceed on voyage or enter a Port without necessary

charts and publications for the voyage.
CAUTION

Navigation Officer:
 Brief the Master if it appears at an early stage that the port, berth or voyage may not
be suitable for the ship.
 Take into consideration all available information.
 Use approved publications, in accordance with Flag State requirements and
industry best practices on the appraisal process.

Note
Follow the passage plan appraisal checklist N 002 during the appraisal process, to verify
that all information pertinent to the passage had been considered.

[Link].1.1 Destination

Master / Navigation Officer: Consider the following:

 Suitability of the ship, taking into account the following:
o Ship
 Certification appropriate for the intendent voyage (e.g., ship sanitation)
 Draft, including any reduction to UKC
 Other clearances (e.g., air draft)
 Load line restrictions and requirements (i.e., compliance with applicable
zones and seasonal conditions of the ICLL)
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 Equipment (i.e., mooring and anchoring equipment)

 Maneuvering characteristics
 Operational limitations
 Stability.
o Crew
 Certification
 Work and rest hours
 Proper manning.
o Cargo
 Special characteristics (e.g., hazardous cargo)
 Distribution, stowage and securing onboard
 Approval for intended cargo operations.
o Ports and berths
 Compliance with Port state regulations and industry best practices (e.g.,
funnel emissions, ballast water treatment)
 ISPS requirements
 Inward and outward clearance process
 Restrictions and limitations
o Other
 Reporting requirements
 Charterer requirements
 Medical/quarantine requirements
 Additional security considerations (e.g., piracy areas, stowaways)
 Pilotage considerations
 Weather concerns (e.g., typhoons, ice etc.).
 Distance can be calculated by using the ECDIS passage planning software or the
ECDIS VRM. The distance can be verified by any alternative mean such as
tabulated distance tables (see Ocean Passages for the World). The initial distance
calculated will be an approximate distance, which will be refined while the passage
plan is developed.
 Duration can be calculated using the distances established and the average safe
speed. With this information it is applicable:
o To determine whether the ship can achieve any required ETA (if specified
by the company and/or the charterer)
o To determine the ETA at specific points along the route at varying speeds.
This allows consideration of UKC clearance and bridge team manning for
areas requiring special attention.

Note
The requirement for a safe speed must be considered for all legs of the voyage and entered
in the ECDIS during the planning stage when the overall ETA/planned speeds are
confirmed.
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[Link].1.2 Meteorology
The meteorological factors that may affect the passage need to be determined at this stage
of passage planning.
Navigation Officer: Estimate the likely conditions of the intendent passage by gathering:
 Climatological information by consulting routeing/pilot charts and sailing directions.
 Forecast information by consulting weather charts.
 Current data by consulting routeing/pilot charts and other sources. Consider the
surface currents, as they can have a significant effect on the passage overall time.
 Tidal data, including heights of tide and tidal streams by consulting the ECDIS and
routeing charts/tidal stream atlases.

Note
The Company may in specific cases arrange an access to third party weather routeing
services delivered via email or via an online portal.

[Link].1.3 Datums
ENC position data is referenced to horizontal datum, while depth and height data are
referenced to a vertical datum and a sounding datum.
[Link].1.3.1 Horizontal Datum (see Chapter [Link].3)
All ENCs use the WGS84 horizontal datum, which allows the seamless coverage of the
entire world and ensures interoperability with existing GNSS equipment onboard.
Navigation Officer:
 Be aware that possible sources of errors of position for charted features may
include datum discrepancies, survey errors, geographical changes and ENC
production errors.
 Check that the horizontal datum in use for navigation is WGS84.
[Link].1.3.2 UKC Calculation and Datum
Navigation Officer:
 Calculate the UKC by adding the height of tide (HoT) to the sounding datum.
 Use the charted depth directly from ECDIS display, as each charted depth sounding
is referenced to the ENC sounding datum.
[Link].1.3.3 Vertical Clearance, Air Draft and Vertical Datum (see Chapter
[Link])
The vertical and sounding datum are not standardized. Elevations and soundings will equate
to those used on the equivalent paper chart and source data.
Navigation Officer:
 Determine the difference between the sounding datum and the vertical datum when
calculating the vertical clearance.
 Use the pick report function to check the datum information and ensure that safe
clearance calculations use the correct vertical datum.
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[Link].1.4 ENC Management and Installation (see Chapter [Link])

Obtain adequate ENCs for the entire passage in sufficient time to allow detailed planning
and briefing of the passage to be carried out.

Note
A list of ENCs needed for the intended voyage must be part of the appraisal.

Navigation Officer:
 Ensure that the ECDIS has all ENC cells of an appropriate scale installed for the
planning stage (including a safety allowance of 50 nm on either side of the planned
track for deviation/contingency).

 The license of all ENCs planned to be used for the intended

voyage must be valid for the entire voyage period.
 Obtain licenses for and use the largest scale of ENCs
available for all stages of each passage.
CAUTION

 Identify any ENCs missing from the ship’s folio and obtain them at the earliest
opportunity from the authorized chart Agent.
 Proceed with a Risk Assessment if the intendent route could not be fully covered by
the ENCs and inform the Office.

[Link].1.5 ENC Updates (see Chapter [Link])

ECDIS maintains a list of updates applied and the date of application.
Navigation Officer: Ensure that all ENCs planned to be used for the intended voyage are
being kept up-to-date.

[Link].1.6 Areas of Low ENC Accuracy (see Chapter [Link])

In ENCs, the quality of survey data is displayed across the ENC using CATZOC symbols.
Understanding of these symbols is critical to interpreting the accuracy of presented survey
data and establishing appropriate safe margins.
Navigation Officer:
 Check the data quality (CATZOC) function for the entire passage plan.
 Identify the low accuracies of positions and depths.

Lower CATZOC ratings (C, D or U) indicate that a wider safety margin

(including both horizontally and vertically) between the ship’s planned
track and hazards or dangers must be allowed.
CAUTION
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[Link].1.7 Other Considerations

Completing an appraisal report, a list of factors, depending on the type of the ship and the
geographic area through which the passage is planned, must be evaluated.
Navigation Officer: Consider the following factors:
 Routeing:
o Anchorage(s)
o No-go areas
o Safe waters
o Ballast water exchange
o Bridge manning
o Restricted navigational areas
o Environmental factors, including ice navigation
o Transit in proximity to navigational hazards
o Environmental protection areas (e.g., ECAs)
o Crossing traffic
o IALA buoyage systems
o Landfall targets and lights
o Speed limits and restrictions
o Pilotage requirements
o Precautionary areas
o Security areas
o Territorial waters
o Time zones and time changes
o Traffic density
o Traffic separation scheme (TSS) and other routeing measures
o VTS and ship reporting systems.

 Contingencies:
o For emergencies/equipment failures/breakdowns
o Potential areas to conduct drifting and/or proceed to anchorage
o Points of non-return/abort points
o Where there is a deterioration in the weather conditions
o For customs/medical/quarantine reasons
o Place of refuge
o For operations such as gas freeing, purging, ballast water exchange.

[Link].1.8 Advising the Master

Once the Appraisal Report (N 002) has been completed, the detailed planning can begin.
Navigation Officer: Advise the Master accordingly.
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Passage Plan Appraisal

ECDIS Company, Own Ship and Passage Plan INTERNET MET

Publications NMs and
Charterers, Crew Software - Piracy Activity - Admiralty
- IHO, IEC and - Ocean Passage / Warnings
IMO Shippers, Agents - Ship - Routeing Reports Routeing Charts
Routeing Charts - AIO
Requirements - Required Speed Limitations, e.g., Information - News - Goverment
and Guides - Notice to
draft Services
- Routeing - Port Guides - ETA - Reporting Mariners - Port Websites
Measures - Previous Scheme - Port Authority
-List of Lights - Berth - NAVTEX - Local and
Passage Plans Websites
- Useful Marks - Destination - Time Zones Warnings NAtional
and AtoNs -Tidal Tables and - Ship's - Ice Reports /
Stream Atlases Cargo and ENCs and Authority
Certification - EGC Warnings Iformation
- UKC Plan and Bunkers Catalogues - Port / Berth
Safety Settings -Maritime - Local - T&P NMs - Third Party
Security Charts - Charter - Load Line Areas Imagery
Knowledge / - Local NM Weather
-Sailing Requirements Experience - Environmental - AIS and Traffic
Calculations -Load Line Charts Routeing
- Customs and Requirements Data
-List of Radio - SMS - MET Websites
- ENCs and Immigrations and MARPOL
Signals Requirements
Updates - GNSS Coverage
-NM - Limitations - Manoeuvring
- Safe Clearances Data - Distance
- Sailing Calculation
Directions
- Territorial
Boundaries
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[Link].2 Route Planning

Following the appraisal of all charts, nautical publications and other information, prepare a
detailed route plan. This must cover the entire passage from berth to berth, including those areas
where a pilot is needed.
Note
If the destination has not been confirmed, plan a passage from berth to a point the ship is
expected to sail towards.

[Link].2.1 Display Configuration

ENCs provide a layering of information, much of which can be turned on / off by selecting the
relevant display category. To ensure that all relevant information for planning the route is shown,
configure display settings prior to route construction, as per Company’s requirements.
Note
Guidelines for ECDIS Display Management are provided in Appendix 3.

Navigation Officer:
 Configure the ENC settings to enable efficient planning, initially:
o Unload all routes
o Unload all manual layers
o Select full screen
o Set default values for safety depth, safety contours, cross track corridor and
radius turn
o Select compilation scale to ensure that ECDIS screen displays features at the
most optimum scale
o Select “All” display mode
o Select appropriate palette
o Allow autoload and autoscale.
 Enter the display of auxiliary layers, provided by integration with other software or
equipment:
o Admiralty Information Overlay (AIO)
o NAVTEX
o Route Planning Software
o Tidal Streams / Surface Currents
o Weather data.
Note
Select chart symbols (pick report) on ENCs to get additional detailed safety and navigational
information.
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[Link].2.2 Alarm Configuration

The proper alarm configuration on ECDIS is very important. During the route validation stage of
the passage planning, alarms will assist the Navigation Officer in checking that there are no
dangers on the route. While at sea, alarms monitoring the passage plan assist the OOW by
ensuring they are aware of new or unexpected hazards or dangers.
Note
Guidelines for ECDIS Alarm Management is provided in Appendix 4.

The following alarm categories are installed on the ECDIS:

 Emergency Alarm: The highest level of an alert as it signifies immediate danger and
that immediate action must be taken.
 Alarm: A high priority of alert. Condition requiring immediate attention and action, to
maintain the safe navigation and operation of the ship.
 Warning: Condition requiring no immediate attention or action. Warnings are presented
for precautionary reasons to bring awareness of changed conditions which are not
immediately hazardous but may become so if no action is taken.
 Caution: Lowest priority of an alert. Awareness of a condition which does not warrant an
alarm or warning condition, but still requires attention out of the ordinary consideration of
situation or of given information.
Navigation Officer:
 Ensure that alarms are turned on.
 Test alarms to ensure that they are audible.
 Set the alarm parameters as per Company’s procedures, to assist the OOW in
maintaining awareness and understanding of potential dangers to ship.
 Set the alarm parameters in a manner that reduces alarm fatigue.
 Receive the Master’s agreement, regarding the alarm setting parameters, and record
them to the relevant passage plan form N 001.

[Link].2.3 Route Creation

Navigation Officer: The objective is to use all information obtained during the appraisal, to
create the safest possible route.
 Take into account any relevant ship’s routeing system.
 Ensure that sufficient sea room for safe passage of the ship throughout the voyage is
available.
 Anticipate all known navigational hazards and adverse weather conditions.
 Take into account the environmental protection measures that apply, and avoid, as far as
possible, actions and activities which could cause damage to the environment.

Avoid, where possible, to pass from environmental sensitive areas.

CAUTION
 Adjust a planned route alphanumerically (route table) and graphically (on screen),
including:
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o Adding waypoints to a route

o Deleting waypoints from a route
o Shifting the position of a waypoint.
 Plan one or more alternative routes in addition to the active route.
 Distinguish the active route from other routes.
 Initiate the relevant passage planning checklist N 003.


Note
Record details of each leg in the passage planning sheet (N 001) for reference during both the
current and any future voyages between the same Ports.

An arrangement of separate routes:

 Berth to pilot station
 Pilot station to pilot station
 Pilot station to berth
may be constructed and then incorporated together in the passage plan, ensuring that coverage
is still berth to berth (a route must be created from berth to berth as a single route).
[Link].2.3.1 New Route
Navigation Officer:
 Open the route planning function and select “new route”.
 Ensure that appropriate largest scale ENCs are used.
 Ensure that the compilation scale of each ENC is used.
 Pay particular attention to where ENCs overlap.

A detailed check is essential where ENCs overlap, to ensure that no

critical data has been obscured. Overlapping cells are listed in the
README file (see paragraph [Link].8 ).
CAUTION

 Add waypoints:
o Use the graphical method to construct a route. On an appropriately scaled ENC,
start by adding a waypoint in the vicinity of the initial location using the cursor.
When 2 waypoints are inserted, the system automatically joins them to form
legs, which are rhumb lines by default. Remaining on small scale ENCs, and
utilizing the knowledge received during appraisal stage, construct the route by
adding all necessary waypoints till the final destination. Waypoints position need
only be approximate at this stage as they will be adjusted later, or
o Use the tabular method, where the latitude and longitude of waypoints are
entered manually in the route table. Leg details such as true course and
distance, can be viewed in the route table or chosen display, where available,
along the route itself.
 Adjust waypoints. Once the entire route is planned on small scale charts, return to the
start position and conduct a more accurate planning by fine-tuning the waypoints, using
appropriate large-scale charts. Place waypoints as accurately as possible.
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
Note
A route planning software (e.g., OneOcean) can be used to create and review optimum voyage
routes. The software is integrated with chart management and ordering tools, as well as overlays
of NAVAREA warnings etc.

 Consider the following when adding or adjusting waypoints:

o Ship considerations:
 Draft in relation to available depth and width of navigable water and minimum
required UKC
 Effect on ship’s draft and turning circle during course alteration:
- Planned speed
- ROT restrictions
- Effect of expected tidal stream
- Effect of expected current
- Increase in draft due to squat and heel effect.
 Optimal fuel efficiency.
o Route considerations:
 Adequate XTC
 Alterations of speed enroute
 Avoidance of danger areas
 Contingency/emergency planning:
- Points of non-return
- Place of refuge or safe anchorage in the event of an emergency
- Shore-based emergency response arrangements and equipment.
 Depth of water
 Limitations of night passage
 Location of course alterations
 Method and frequency of position verification
 Piracy and security
 Pilot station(s). A waypoint must be always placed at the pilot station to ensure
accurate ETA
 Protection of the environment
 Safe speed and proximity of navigational hazards
 Territorial baselines
 Tidal restrictions
 Use of ship’s routeing, reporting systems and VTS.
Note
By default, ECDIS will create legs as rhumb lines, but for ocean passages this can be changed to
a Great Circle line.

 Plot specific details of T&P / EP NMs, navigational warnings, NAVTEX messages and
local information as a manual layer and made alarmable by using the look-ahead feature
to highlight the navigational hazards for the OOW. The manual layers must be displayed
at least within 50 nm on either side of the planned track.
 Define the ship’s safe speed for each leg of the planned route.
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 Apply any guidance or direction related to ship’s route as per the charterers voyage
orders.
 Calculate the safety depths and safety contours and set them up in line with the UKC
requirements (see Chapter [Link]).
 Set maximum acceptable cross track corridor (XTC) to each leg of a route (see
paragraph [Link].9).
 Define the look-ahead zone (see paragraph [Link].8)
 Set parallel indexing where appropriate.
 Define abort points, critical points and emergency anchorages.
 Calculate the wheel-over positions with the applicable rate of turn.
 Plot no-go areas.
 Set ETA using the route planning tools. Be aware that if this is set incorrectly, it may
affect tidal data, UKC calculations and time dependent information for the route.

Note
When the ship regularly visits a certain Port or frequently transits an area, it is advantageous to
keep the whole or part of the passage plan as it is. Unless changes are made to channels,
navaids, etc. a planned passage is acceptable for future visits, taking into account the
meteorological and tidal differences and that inward and outward passages may be different.
Parts of the plans may have common features that can be used.

If reusing a previous passage plan, then recheck the route to confirm that
it remains safe and no changes are necessary.
CAUTION

When planning, consider the following:

Open Sea
Ocean routeing charts showing ocean currents, winds, ice limits and load lines
Load line charts showing zones and seasonal periods ensure compliance with the IMO
International Convention on Load Lines
Weather routeing services (if applicable)
The use of gnomonic projection charts for plotting great circle routes, as appropriate
Ocean currents and their impact on ship speed and fuel consumption
Weather conditions, including anticipated seasonal variations, e.g., heavy weather,
tropical storms, ice and reduced visibility
Environmental protection measures and requirements that may extend into an ocean
route
Coastal Waters
The importance of passing charted and other features at a safe distance
Advice in the sailing directions
Available depth of water and tidal information contained in tide tables/stream atlases
Availability of visual and radar fixing opportunities
Ship’s routeing and reporting measures, as well as the availability of VTS
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The reliability of the ship’s propulsion and steering system

Environmental protection measures and requirements, including fuel changeover
Confined / Pilotage Waters
Recommended routes and channel information
Procedures for pilotage, including pilot boarding points and means of embarkation
Local conditions, rules and restrictions on navigation
Reporting and communications procedures
Details of the prospective berth, tugs and/or anchorages
Contingency planning for unforeseen issues
[Link].2.3.2 Route Supplementary Information
Inserting “anger highlights” using manual layers, ensures that the OOW is informed and reminded
of potential dangers and actions to be taken at various points during the passage.
The quantity of additional information must be limited to that which is necessary to execute the
route with safety and efficiency, although this will depend on:
 The complexity of the plan
 The environmental conditions
 The proximity of dangers
 The Master’s standing orders
 The industry best practices.
Navigation Officer: Include the following additional information, as minimum, when applicable:
 Parallel indexing
 Methods and frequency of position verification
 Landfall targets and lights
 Clearing lines and bearings
 Transits, heading marks and heading lines
 Significant tides or current
 Safe speed and necessary speed alterations
 Wheel over lines
 Changes in machinery space status (e.g., manned/unmanned)
 Changes in machinery status (e.g., standby or manoeuvring)
 Changes in bridge watch condition
 Changes to fuel and/or scrubber use
 Minimum UKC
 Air draft when passing under bridges or power cables
 Positions to switch on the echo sounder and printer
 Positions to change the echo sounder alarm, as appropriate
 Danger areas with safe distance of navigational hazards
 Areas of ENCs known to be of poor quality
 Areas of security concern, including anti-piracy measures to be taken
 Areas of overlapping ENC data
 Areas where environmental considerations apply (e.g., emission control areas)
 Changes in direction of buoyage and between IALA region
 Anchorages
 Anchor clearance (i.e., taking off the lashings)
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 Contingencies, abort point, no return points, place of refuge, emergency anchorages,

etc.
 Visual and RADAR navigation
 No-Go lines
 Areas of high traffic density
 Speed restrictions/limitations
 Considerations for ships operating in ice waters:
o Geographic limits of ice waters
o Ice information, including approximate ice edge
o Positions of reported icebergs.
 VTS
 Special call points for Master
 Pilotage information
 Planned time zone changes
 Planned changes of safety settings (e.g., safety contour, safety depth, look-ahead vector,
XTC)
 Alternative or contingency routeing that may be required at short notice
 Specific guidance provided by local routeing publications.

DO NOT obscure chart details with comments or marks.

CAUTION

[Link].2.4 Contingency Planning

At the passage planning stage, it is vital that consideration is given to potential problems,
including the possibility of equipment failure.
Contingency planning can be aided by a Risk Assessment-based process, to identify the likely
hazards and the potential harm of each, evaluate the risks and specify the contingency actions
required to manage those risks. Contingency planning must consider the following:
 Damage to ship or cargo, crew injury or medical emergency
 Engineering restrictions
 Failure of navigational equipment
 Failure to achieve the planned passage speed
 Adverse weather conditions
 When approaching a Port, non-availability of pilot, tugs or berth.
Navigation Officer: Take into account the following contingency measures:
 The ship’s range and endurance
 Available speed
 Available navigation methods
 Weather forecast and sea state
o Options to minimize rolling and pitching.
 Places of safety
o Distance and direction.
 Alternative routes to avoid weather, navigational or security restrictions
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 Abort point or point of no return.

[Link].2.4.1 Abort Point
Wherever the ship is approaching a Port or navigating through constrained waters, the passage
plan must take into account a point from where the ship can abort her passage to avoid any
immediate danger and can turn around to safe waters. The abort position is a position on the
charted course where the ship may abandon her passage and either maintain safety or return.
Reason to abort the passage will also vary according to the circumstances but may include:
 Deviation from approach line
 Machinery, equipment or instrument failure or malfunction
 Instruction by the harbor Authority due to non-availability of Pilot, tugs or berth
 Dangerous situations ashore or in the harbor
 Elements of nature, such as wind or poor visibility
 Blockage of approach, channel or berth, through a navigational hazard, another ship or
for security reasons
 Any situations where it is deemed unsafe to proceed.
Navigation Officer:
 Take care when marking an abort. At the abort position, there must be sufficient sea
room for the ship to undertake any of the following maneuver in safety:
o Turn around
o Stop in safe waters
o Anchor.
 Plot the abort position considering that it will vary with circumstances prevailing such as:
o Water depths available
o Speed of the ship
o Turning circle of the ship
o Ship’s maneuvering characteristics
o Rudder response time
o Traffic density in that area
o Known obstructions nearly
o Ship in loaded/ballast condition.
[Link].2.4.2 Calculating and Laying Out Abort Point
Navigation Officer: Decide if the abort point will be used either to keep the ship stopped in safe
waters or turn around towards safe waters. Abort point is a specific location lying on the intended
route where if the ship stops at this point, she will touch the nearest safety of margin. To
determine the abort point, the farthest distance from the nearest safety of margin to ideal stop
position must be fixed.
 Calculate the ship’s stopping value in accordance to the ship’s condition (laden or
ballast). Get the values from wheelhouse poster and/or the maneuvering booklet.
 Double this value to allow for external factors like current and wind.
 Consider an additional distance that the ship would cover in 6 minutes. These 6 minutes
are to allow for analyzing the traffic around before you start to turn the ship.
 Mark the abort point at the determined position close to the defined clear distance in the
forward.
Basis to the above, a formula to determine the abort point from the nearest safety margin is:
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Abort Point = 2 x maximum value of stopping distance in various conditions +

distance that the ship navigates in 6 minutes at the planned speed

 If ship puts hard over at this point, she will touch the nearest safety of margin.
Therefore, to determine abort point, the farthest distance from there to turning circle must
be fixed. By sliding a circle, created by center lying on the route and radius equaling
above farthest distance, on the intended route, abort point is position where this circle is
tangent to the nearest margin of safety.

Navigation Officer:
 Calculate the turning circle value. The figures may be got from wheelhouse poster or the
maneuvering booklet. Select the value of tactical diameter or advance whichever is
greater. As the abort point will most likely be marked in lesser depths, use the data for
shallow water.
 Double this value to allow for external factors, like current and wind, which can affect the
head reach and side reach.
 Consider an additional distance that the ship would cover in 6 minutes. These 6 minutes
are to allow for analyzing the traffic around before you start to turn the ship.
 Mark the abort point at the determined position close to the defined clear distance in the
forward.
From the above, a formula to calculate the radius of the circle used to determine abort point as
displayed is:

Abort Point = 2 x maximum value of turning circle data (advanced or tactical diameter) +
distance that the ship navigates in 6 minutes at the planned speed

[Link].2.4.3 Point of No Return

When approaching constrained waters, the ship may be in a position beyond which it will not be
possible to be other than proceed. This position is termed the point of no return.
At this position, the ship enters such narrow waters that there is no room to return or where it is
not possible to retrace the track due to falling tide and insufficient UKC.
Various functions could lead the ship into such an ambiguous situation. Hence, the passage plan
must be taken into account the point of no return as:
 After the ship has passed this point, it is committed to continue the passage.
 At this point contingency plans must be ready, in the event of an emergency.
Navigation Officer: Mark points of no return only when approaching a Port, canal or such
restricted areas. There is no need to mark points of no return in open sea just because of one
patch where ship cannot turn. This is because even when there is no room to swing the ship, we
can still continue with our passage to turn after passing that patch.
[Link].2.4.4 Calculating and Lying Out Point of No Return
Point of no return is a specific location lying on the intendent route. If the ship puts hard over at
this point, she will touch the nearest safety of margin. To determine the point of no return, the
farthest distance from there to turning circle must be fixed. By sliding a circle, created by center
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lying on the route and radius equaling above farthest distance, on the intended route, point of no
return is the position where this circle is tangent to the nearest margin of safety.
Navigation Officer:
 Calculate the turning circle value. Get the figures from wheelhouse poster and/or the
maneuvering booklet. Select the value of tactical diameter or advance whichever is
greater. As the point of no return will most likely be marked in lesser depths, use the data
for shallow water.
 Double this value to allow for external factors like current and wind which can affect the
head reach and side reach.
 Consider an additional distance that the ship would cover in 6 minutes. These 6 minutes
are to allow for analyzing the traffic around before you start to turn the ship.
 Mark the point of no return at such a position close to the entrance of the Port at the
defined clear distance in the forward as well as on the sides.
From the above, a formula to calculate the radius of the circle used to determine abort point as
displayed is:

Point of No Return = 2 x maximum value of turning circle data (advanced or tactical

diameter) + distance that the ship navigates in 6 minutes at the planned speed

[Link].2.4.5 Emergency Anchorage

An anchorage area marked after the abort point and/or point of no return where, the ship can
anchor in an emergency.
Navigation Officer: Determine an anchorage position on both sides of the planned track (if
possible) taking into consideration:
 Anchorage water depth
 Anchorage size and layout
 Traffic conditions
 Holding ground
 Anchorage exposure to weather conditions
 Anchorage Authority rules.

[Link].2.5 Route Validation

Route validation is an important aspect of passage planning and many hazards can be identified
and eliminated during this process. The route validation involves the following:
 Manual and auto validation features
 Visual checks
 Cross checks by the OOW
 Final validation and authorization by the Master
 Re-validation along the route.
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The route validation must be conducted by at least the Navigation Officer

CAUTION
and the Master.

Navigation Officer:
 Complete the following tasks prior route check:
o ECDIS settings
o Markings on charts (i.e., No-Go areas)
o Supplementary information.
 Draw No-Go areas using user maps functions.
 Set the ECDIS parameters correctly to reflect the ship’s condition (draft) and time of the
voyage (activate the time dependent features of ENC):
o Safety contour and safety depth values
o XTC value for each leg
o Rate of turn/turn radius within the maneuvering characteristics of the ship.
 Configure the route checking criteria.
 Select the chart viewing dates valid for the entire duration of the voyage.
 Use the display scale at the ENC compilation scale (1:1).
 Select display layers “all”.
 Select SCAMIN “off”.
 Carry out the auto route check using the built-in ECDIS feature:
o If the route is planned across the safety contour refer to paragraph [Link].4
o If an alert highlight is crossing a No-Go area, eliminate the risk by amending the
route. Do not cross the No-Go area for any reason.
o If a large number of alerts are generated, consider to amend the route.
o Investigate all remaining alerts using the pick report and place additional control,
if required. Highlight the controls in the written passage plan.

The company prohibits the use of "ACCEPT ALL" feature during route
checking
WARNING

Navigation Officer and Master: Discuss the alerts that cannot be

resolved and that affect the passage plan and agree required actions.
CAUTION

 Check and verify all alarms.

The auto check will not look for “navigational dangers” outside the XTC
and may not detect “navigational dangers”, where the ENCs overlap.
CAUTION

 Carry out a visual check on the planned route, by running your fingers along the route:
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o Take care the dangers where ENCs overlap (see paragraph [Link].7)
o Check for dangers lie outside the XTC.
o Take actions to eliminate the risks. Amend the route where necessary.
o Confirm that the ENC scale is appropriate for the voyage leg.
o Confirm that the passage plan meets the ZOC assessment on position, depth
and sea floor coverage accuracy.
o Check that the ship is following the appropriate ship’s routeing systems and that
sufficient sea room is always available throughout the voyage.
o Go through the markings on the charts and confirm if they are relevant and
sufficient for the voyage.

Conduct the manual check for an area covering at least 50 nm on either

side of the planned route.
CAUTION

 Obtain Master’s authorization for the plan.

 Save and name the route.
 Ensure that the authorized route and schedule are uploaded into all ECDIS units.
 Record the date and the time of completion of the route validation and Master’s passage
plan authorization on the Bridge Log Book.
 Activate the route prior ship’s departure.
 Complete the passage planning checklist N 003.
Navigation Officer: Re-validate the routes as follows:
 After route has been modified
 After any ENC updates
 After any software/hardware updates
 After navigational warning changes.

Master: Check and authorize the route re-validation.

CAUTION

[Link].2.6 Save and Name the Route

Navigation Officer: Name the route and save it when satisfied with the plan and its associated
elements as follows:

Number of the Voyage; Ship’s Condition – Port of Departure to Port of Destination

Ship’s Condition: Either in ballast (B) or laden (L) condition

For example, for a ballast voyage 032 started on Piraeus with destination to Rotterdam the route
must be named:
032B - Piraeus to Rotterdam
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 Export the ECDIS data on a dedicated USB memory device (see paragraph [Link].4).
 Ensure that cyber security policies are followed.
 Upload and use the exported data in another ECDIS, if necessary.
 Send the finalized passage plan to the Operations/Marine Manager.
 Retain the saved routes on ECDIS hard drive for 3 years.

Operations/Marine Manager:
 Check the provided route planning and come back with comments, if any.
 Create a database with the managed ships planned routes.
 Dispatch the saved routes to managed ships when necessary, saving duplication of effort
and ensuring that correct information and requirements are available.

[Link].3 Route Execution

Route execution occurs after the passage plan has been finalized and after the route validation
stage is complete, including the latest supplementary information, before passage begins.
The route execution can be completed when certain information is confirmed such as:
 Berths
 ETD
 ETA (including consideration for local time of the arrival port)
 Drafts
 Current weather and latest forecasts
 Routeing considerations
 ECDIS configuration, including:
o Displays
o Safety contour and safety depth settings
o Look ahead zones
o Manual layers
o Overlays (Radar and AIS).
Navigation Officer:
 Select/display the appropriate route on all ECDIS units before starting the voyage.
 Ensure that each leg on the passage has been reviewed automatically, visually and
manually using the largest scale ENC at the compilation scale by the OOW and the
Master.
 Ensure that the ECDIS is correctly configured.
 Ensure that any final amendments to passage plan have been documented, and that the
passage plan has been re-validated and authorized by the Master.
 Complete the passage plan execution checklist (N 004).

[Link].3.1 Bridge Team Briefing

A bridge team meeting must be held to review the passage plan before departure and
commencement of the route.
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Master, all Navigating Officers (including the C/O) and C/E: Participate
on the passage plan briefing.
CAUTION

Navigation Officer:
 Use the ECDIS to brief the participants.
 Explain any critical phase of the passage plan.
 Communicate the alarm settings to all participants.
 Review the Risk Assessments related to the passage plan.
 Discuss key points such as:
o Overall speed, time (ETD and ETA) and distance:
 Changes to speed enroute
 Estimated fuel consumption.
o Route and any alternatives:
 Safety margins
 Areas where it is planned to cross the safety contour
 Areas of high traffic density
 Environmental protection measures
 MARPOL / ECA areas
 Navigational warnings that affect the passage plan
 No-Go lines
o Other:
 Piracy high risk areas and anti-piracy measures
 Change of time zones
 Reporting points
 Predicted tidal heights and currents with their likely strength and direction
 Sunrise and sunset times
 Territorial sea boundaries
 Critical areas where bridge watchkeeping levels may need to be increased.
 Ensure that any amendments to the passage plan have been properly incorporated, and
that the passage plan has been re-validated and authorized by the Master.
 Complete the passage plan (N 001) section of Briefing Prior Departure.
 Record the date and the time of passage plan briefing to the Bridge Log Book.

[Link].4 Route Monitoring

The monitoring stage requires close and continuous verification of the ship’s position and
progress along the route by assessing the navigational situation.
OOW:
 Ensure that the correct layers are displayed.
 Verify the ECDIS safety settings against passage plan for safety depth, safety contour
(or the manual alarmable no-go line, if applicable) and look-ahead zones.
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DO NOT change ECDIS safety settings without the Master approval.

CAUTION

 Verify that the look-ahead alarm feature is appropriately configured.

 Select and display the appropriate manual layers. These may include navigational
warnings, T&P notices, local NM and supplementary information pertinent to route.
 Confirm the ECDIS configuration against passage plan requirements prior taking over
the navigational watch.
 Highlight any changes to ECDIS configuration outside the passage plan parameters (if
any) to the Officer taking over the watch.
 Proceed with regular and frequent position verification, using traditional position fixing
methods other than GNSS (see Chapter [Link])
 Use RADAR and AIS overlays for situational awareness.
 DO NOT physically or routinely disable any alarm.
 Understand and confirm the type of the alarm before acknowledging it.

If an alarm has to be disabled for any reason, this must be approved by

the Master and recorded in the Bridge Log Book stating the date, time, the
alarm type and the reason for disabling it.

CAUTION Master: Advise all the OOWs by recording this on your daily order book.

Navigation Officer:
 Proceed with route re-validation after any subsequent route change, ENC update,
software or hardware update, navigational warning changes. Once completed, the
Master must check and then re-authorize the plan.
 Record on the passage plan form N 001 any amendment to the passage plan.
 Backup the ECDIS latest data, such as planned routes, navigational warnings, manual
ENC layers or other relevant information (see paragraph [Link].5).

Master: Check the ECDIS playback every day to ensure compliance with passage planning.

[Link].4.1 Passage Plan Amendments

It is important that the OOW executes the passage plan approved by the Master. However, there
are situations which require an amendment to or deviation from the passage plan.
Any deviation to the agreed passage plan may introduce new risks which require assessment and
possible mitigating action. If it is necessary to amend the passage plan permanently, then:
Navigation Officer:
 Ensure that any amendments to the passage plan have been properly incorporated and
the passage plan has been re-validated.
 Save the amended passage plan as per paragraph [Link].2.6 including the indication
“amendment” at the end (i.e., 032b - Piraeus to Rotterdam amendment).
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 Activate the amended route after Master’s approval.

 Amend the passage plan (form N 001) and complete the relevant section “passage plan
amendment”.
 Brief the Master, the OOWs and the C/E regarding the passage plan amendment.
 Record the briefing minutes on passage plan (form N 001).
 Record the date and time of passage plan amendment briefing to Bridge Log Book.
Master:
 Check and approve the amended passage plan.
 Discuss the amendments to the passage plan with the pilot during pilotage.

Circumstances that might require a revised passage plan include:

 Weather routeing developments
 Change of ship’s orders/Port of destination (e.g., orders to proceed to anchorage)
 Pilot instructions
 Search and Rescue (SAR) response.

Deviations particularly to the planned course and/or speed, in addition to those necessary in order
to comply with COLREGs, may be required to ensure that the ship remains clear of hazards.
Circumstances that may require deviation from the planned route include:
 Variations in weather conditions
 Advice and information received from VTS
 Navigational warnings
 Detected hazards.

Following a deviation, the ship must be returned to the planned route once it is safe to do so.

[Link].4.2 Passage Plan De-Briefing

Master: After the completion of the passage, discuss the planning, execution and any possible
weaknesses of the passage with the OOWs and C/E so that they may be avoided in future
passages.
Navigation Officer:
 Keep notes on the de-briefing minutes and complete the passage plan (form N 001)
section of De-Briefing Post Arrival.
 Record the date and time of passage plan de-briefing on the Bridge Log Book.

[Link].4.3 ECDIS Data Recording

The ECDIS data is recorded:
 By the ECDIS. The unit(s) must automatically store and be able to reproduce data
recordings, the settings of which must be configured in advance, as to provide a
comprehensive picture of the past track for usually the last 12 hours.

Navigation data MUST NEVER be played back on an ECDIS used for

route monitoring.
CAUTION
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 By the ship’s VDR. The recording method is such that, on playback, it is possible to
present a faithful replica of the entire display.
In addition to the above, the ECDIS software has the ability to playback the voyage for a minimum
of 90 days.

[Link].5 Records and Documentation

The following documents must be available:
 ECDIS unit(s) type approval
 ECDIS generic training certificates for Master and OOWs (both at management and
operational level)
 ECDIS specific training certificates for Master and OOWs under STCW Chapter II.
Ensure that:
 The ECDIS unit(s) meet the SOLAS chart carriage requirements (see paragraph
[Link].1):
o ECDIS units must be type-approved.
o The ship carries all nautical charts necessary for the intended voyage, in
accordance with SOLAS regulation V/[Link]
o All nautical charts necessary for the intended voyage are adequate and up to date
as per SOLAS regulation V/27.
o ECDIS software is kept up to date such that it is capable of displaying up-to-date
electronic charts correctly according to the latest version of IHO's chart content and
display standards.
o Adequate independent back-up arrangements are available to ensure safe
navigation in case of ECDIS failure.
 A reserve power source (UPS mode) with a capacity of at least 30 minutes is to be
provided if change-over of the source of power entails restarting of ECDIS.
Navigation Officer and OOWs: Maintain the following manual records:
 Admiralty ENC and ECDIS Maintenance Record (NP 133C)
 Passage Plan (form N 001)
 Passage Plan Appraisal (form N 002)
 Passage Planning (form N 003)
 Passage Plan Execution (form N 004)
 ECDIS Familiarization (form N 022)
 ECDIS Failure Checklist (form N 023)
 Monthly Inspection and Corrections of Charts and Publications (form N 030).

Bibliography
Admiralty – NP 100 The Mariner’s Handbook
Admiralty – NP 231 Admiralty Guide to the Practical Use of ENCs
Admiralty – NP 232 Guide to ECDIS Implementation Policy and Procedures
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BIMCO – Guidelines on Cyber Security Onboard Ships

ICS – Bridge Procedure Guide
IMO – COLREG, 1972
IMO – SOLAS
Intertanko – Guide to Safe Navigation, including ECDIS
OCIMF – Recommendations of Usage of ECDIS and Preventing Incidents
The Nautical Institute – Bridge Team Management
Witherbys – ECDIS Passage Planning and Watchkeeping
Witherbys – ECDIS Procedures Guide
IMO A.893(21) – Guidelines for Voyage Planning
IMO A.1021(26) – Code on Alerts and Indicators
IMO MSC.1/Circ.1503 ECDIS- Guidance for Good Practice
IMO MSC.232(82) Performance Standards for ECDIS
IMO MSC.302(87) Adoption of Performance Standards for Bridge Alert Management
IMO SN.1/Circ.266/Rev.1 Maintenance of ECDIS Software