NAVIGATIONAL SAFETY

THE GREAT EASTERN SHIPPING CO. LTD.

EDITION NO. : 1 ISSUE DATE: 26-08-2021 REVISION. NO. : 1

Issued under the authority of DPA,

The Great Eastern Shipping Co. Ltd. NAVIGATIONAL SAFETY
TABLE OF CONTENT

TABLE OF CONTENT

Document Title
(i) Cover Sheet
(ii) Table of Contents
(iii) Amendment History
Chapter 5.1 Introduction and Responsibilities
Chapter 5.2 Voyage Planning
Chapter 5.3 Underkeel Clearance and Over Head Clearance
Chapter 5.4 Bridge Team Management & Navigational Watchkeeping
Chapter 5.5 Arriva l Departure Port, Coastal Navigation & Navigation with Pilot
Chapter 5.6 Navigation in Adverse Conditions
Chapter 5.7 Navigational Equipment
Chapter 5.8 Charts & Publications Management
Chapter 5.9 ECDIS

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The Great Eastern Shipping Co. Ltd. NAVIGATIONAL SAFETY
AMENDMENT HISTORY

AMENDMENT HISTORY

DOCUMENT AMENDMENTS REASON EDITION REVISION ISSUE

DATE
All Reviewed thoroughly and Revised as part of New 1 1 26-08-2021
referenced with revised IMS documentation.
Integrated Management
System documentation
CHP05-5.9 - ECDIS Vessel setting - section As a result of incindent 1 2 01-01-2022
ECDIS 4.3.3 amended. investigation
Safety Depth & Contour
Settings- Section 5.2 amended.
Off-Track Distance (XTD) / Off-
Track Limit (XTL) – Section 5.5
amedend
Monitoring the Operational
Status of ECDIS & Alarm
Management – Section 6.1.3
amended.

CHP05-5.6 - Section 1 .5 amended to As a result of incident 1 2 30-04-2022

Navigation include investigation
in Adverse a) Complete ID-NAV-12 -
Conditions Navigation in Heavy
Weather or Tropical Storm
Areas
b) Conduct a meeting with all
crew for precautions to be
taken
c) Inform office (Operations
& HSEQ) that point “a”
and “b” are completed
and if any further
assistance required

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.1 – INTRODUCTION AND RESPONSIBILITIES

Table of Contents
1 PURPOSE & SCOPE............................................................................................................................................. 2
2 GENERAL PRINCIPLES......................................................................................................................................... 3
3 NAVIGATION POLICY.......................................................................................................................................... 3
4 LAWS AND REGULATIONS.................................................................................................................................. 3
5 RESPONSIBILITIES...............................................................................................................................................4
6 AVAILABILITY OF NAVIGATION PROCEDURES..................................................................................................... 5
7 DEFINITIONS...................................................................................................................................................... 5
8 REFERENCE MANUALS AND PUBLICATIONS........................................................................................................ 7

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.1 – INTRODUCTION AND RESPONSIBILITIES

1 PURPOSE & SCOPE

Purpose of this procedure:

To lay down instructions and guidelines to:
 Ensure:
o Full compliance with collision regulations.
o Correct use of Navigational aids/equipment for fixing vessel’s position.
o Alternative means available when an equipment is out of order.
o Corrective measures taken when errors/malfunctions of navigational equipment/aids noted.
o Compliance with National/International Authorities and their regulations at all times.
 Monitor and execute the voyage by use of:
o Various navigation forms.
o All navigational aids.
o Corrective measures where required.
 Take actions to tackle changing voyage conditions such as:
o Weather.
o Currents.
o Tides.
o Geographical characteristics of specific areas.
o Traffic density etc.
 Improve co-ordination with pilot.
 Train newcomers and ensure they understand:
o Their Duties &
o Company’s expectations regarding International regulations.
 Make crew understand that ship’s safety depends on each crew member’s:
o Understanding his role onboard.
o Performing duties to the best of their ability.
 Ensure Bridge team is aware that:
o Safety is a teamwork.
o There should be no hesitation in:
 Giving opinion/comment, or
 Discussing safety related items.
o Officers must discuss safety concerns with Master for effective resolution.
 Maintain Company’s expected safety levels and monitor safety of operation by:
o Keeping detailed reports on every incident related to safety and voyage.
o Following up of the check lists provided by the Company.

Scope:

 All Oceangoing vessels managed by the Company.

 All shipboard and key shore-based personnel involved in Navigation Operations.

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.1 – INTRODUCTION AND RESPONSIBILITIES

2 GENERAL PRINCIPLES
 The first consideration aboard the ship shall be for the:
o Safety of personnel, ship and cargo, &
o Protection of the environment.

!! Prioritize safety of operations, at all times over savings in effort, distance or time.

 Persons undertaking bridge watches must be:

o Educated appropriately.
o Qualified in theory and in practice.
o Fully familiar with the specific vessel, including navigational equipment and their limitations.
o Familiar with requirements of National & International regulations.
 Continuous training & teamwork is required to achieve high level of safety & efficiency.
 English is the working language on board

3 NAVIGATION POLICY
 Vessels owned or operated by the Company shall provide marine transportation that is:
o Safe,
o Reliable, &
o Efficient.
 The safety of personnel, environment, vessel, and cargo shall be paramount in:
o Navigation, &
o Vessel operations.
 All personnel on board Company vessels shall:
o Comply with safety and antipollution regulations, &
o Take the necessary steps to safeguard:
 Themselves,
 Their co-workers,
 The environment,
 The vessel, and its cargo.

 Company encourages training of Chief Officers & junior officers in ship handling.

4 LAWS AND REGULATIONS

 Nothing in this manual or any other Company instruction shall relieve Masters, officers or crew
members of their responsibilities under the law.

 All employees shall comply fully with:

o All applicable local, state, national, and international laws
o Policies set forth in this chapter ‘Navigational Safety’.
 Company policies shall take precedence when they are more stringent than other laws & regulations.

 Except for:
Ÿ COLREGS
Ÿ National / Local Navigation Regulations

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.1 – INTRODUCTION AND RESPONSIBILITIES

5 RESPONSIBILITIES

Master

 Overall responsible for implementation of the Company Navigation policy and associated procedures.
 Responsible for reviewing the Company procedures and providing feedback for continual
improvement.
 Master must understand his overriding authority in making decisions on the safety of Navigation.

 The Master may allocate each member of the bridge team specific navigational duties ensuring that
workload is delegated efficiently.
 The bridge team shall interact continuously and contribute as a unit. Officers should be open,
approachable, and interactive.

 To avoid “single-person error”, each member should cross check the others’ actions and ensure free
flow of information between members

Officer of Bridge Watch (OOBW)

 Responsible for compliance with the Company Navigation procedures & Master instructions in way of :
o Standing orders,
o Bridge / Night orders, or
o Other written or verbal means.

Lookout/helmsman

Responsible for
o Reporting all lights, vessels, navigational marks, floating objects
o Reporting Fog signals
o Occasionally looking at the radar screen to relate visual targets to radar targets
o Informing OOW of any steering difficulties
o Informing Master if any bridge team member under influence of alcohol or drugs
o Informing Master if any bridge team members are fatigued
o Completion of fire and safety round during hours of darkness and when most of the crew would
normally be off duty

Chief Engineer

 Responsible for ensuring:

o Vessel has sufficient fuel, water and lubricants for the intended voyage.
o Engines & machinery are in state of readiness as required by the bridge team for safe navigation.

 Any abnormalities to be reported to the Master immediately

Head of Operations

 Responsible for:
o Maintaining Navigational standards on board Company vessels.
o Reviewing and enhance navigational practices and procedures basis
 New legislation and updated industry standards.
 VDR findings and learning from incidents.
o Driving improvements through navigational campaigns and trainings.

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.1 – INTRODUCTION AND RESPONSIBILITIES

6 AVAILABILITY OF NAVIGATION PROCEDURES

 Master/ Bridge Team
 In addition to the electronic copy, keep a hard copy of these procedures on the Bridge at all times for
immediate use.

 2nd Officer is responsible to keep the hard copy updated

 Strictly comply with the requirements.

 Study thoroughly and carefully on joining vessel.
 Acknowledge, by signing familiarization sheet.

 Keep a copy of Emergency Towing Booklet on bridge showing deployment of the forward and aft
ETAs

7 DEFINITIONS
 Category of zone of confidence (CATZOC):
o Is the categorization of ENCs basis their chart data accuracy
o Is divided into 6 categories with ‘A1’ best and ‘D’ the worst.
o Indicates whether data meets minimum criteria for:
 Position and depth accuracy &
 Seafloor coverage.

 Coastal waters:
o When transiting at a distance equal to or less than 50 nm form the coastline or the depth of water
is 35 m or less
 Confined waters:
o Is term used for Squat calculation purposes
o Are waters with depths is equal to or less than, twice the vessel's static draft or width of channel
less than 5 times the beam.
 Open waters:
o Is term used for Squat calculation purposes.
o Waters outside the above limits as defined for coastal and confined waters.
 Port limits
o Take the fairway buoy or pilot station, whichever comes earlier, as port limit.
 Cross Track Distance (XTD):
o Is used on ECDIS as a safety setting
o Represents the operator defined safety corridor either side of the planned route.
 Cross track margin:
o Is the corridor of the route:
 In which vessel is permitted to sail in
 Limits of which depends on:
- Sea area, and
- Master’s standing orders.
o Indicates the permitted distance to safely deviate from planned course.
 Dynamic draft:
o Is the draft when vessel is subject to:
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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.1 – INTRODUCTION AND RESPONSIBILITIES

 Squat, sea and swell influences &

 An increase of draft due to heel when turning / rolling or trim when pitching.

 Heavy Traffic Condition:

o When vessel is on sea passage and:
 There are three or more vessels at a radius of 6 n.m. &
 Their CPA / TCPA is £ limits set out by Master Standing orders and Company's Standing orders.

 Heavy weather:
o Is extreme adverse weather conditions, which may affect the safety of the vessel and/or cargo.
 Overhead clearance:
o Is difference between the highest point of the ship (mast) and the lowest point of any bridge.
 Physical vertical clearance:
o Is the minimum height of the underside of the span of a bridge, or an overhead cable
o Is measured from:
 Highest Astronomical Tide (HAT) where there is an appreciable tidal range. &
 Above Mean Sea Level (MSL) where the range is negligible.

 Check notes on charts to ascertain the vertical datum in use.

 Safety Contour:
o Is applicable on ECDIS and
o Value set by the operator.
o It highlights on the chart Depth contours (area) equal to or less than the entered value.
o Is always equal to safety Depth.
 Safety Depth:
o Applicable to ECDIS.
o Calculated as per Company policy.
o Value set by the operator that serves to detect depths that are greater than the set value.
 Safe vertical clearance:
o Is height above the datum at which the highest point of a ship can pass:
 Under an overhead power cable &
 Without risk of electrical discharge from the cable to the ship.

 Squat:
o Is sinkage of ship's hull when moving through the water
o Places hull closer to the sea bottom
o Effect is approx. proportioned to the square of the vessel's speed.
 Static draft:
o Is the deepest draft when vessel is:
 Not making way and
 Not subject to squat, sea and swell influences and
o Is obtained by reading draft marks (FWA included).
 Under Keel Clearance (UKC):
o Is the minimum vertical clearance available between:
 The deepest point on the vessel &
 The bottom in still water.

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.1 – INTRODUCTION AND RESPONSIBILITIES

8 REFERENCE MANUALS AND PUBLICATIONS

 Ensure, officers are aware on the use of the following publications and aids that are available onboard :
o IMO Bridge Procedures Guide
o IMO Ships Routeing (IMO)
o The Mariners Handbook NP 100
o Ocean Passages of The World
o Bridge Team Management (By Captain A.J. Swift)
o Voyage Planning Guidelines (By Captain Empson)
o IALA Maritime Buoyage System
o COLREGS (Collision Regulations)
o International Code of Signals
o Recommendation on Basic Principles and Operational Guidance Related to Navigational
Watchkeeping
o Maritime Labour Convention 2006
 Above publications:
o Cover “Bridge Activities & Organisation” &
o Enable Master and Deck Officers to carry out their duties.

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The Great Eastern Shipping Co. Ltd. NAVIGATIONAL SAFETY
CHAPTER 5.2 – VOYAGE PLANNING

Table of Contents
1 UPON RECEIPT OF VOYAGE ORDERS................................................................................................................... 2
2 KEY REQUIREMENTS FOR PASSAGE OR VOYAGE PLAN........................................................................................2
3 STAGES OF PASSAGE PLAN................................................................................................................................. 3
3.1 GENERAL................................................................................................................................................................ 3
3.2 APPRAISAL.............................................................................................................................................................. 3
3.2.1 General........................................................................................................................................................ 3
3.2.2 Additional Points Specific to ECDIS............................................................................................................. 4
3.2.3 Checking availability of the appropriate ENCs for the Voyage....................................................................5
3.3 PLANNING.............................................................................................................................................................. 6
3.3.1 Key Elements of the Plan.............................................................................................................................6
3.3.2 Information required in Passage Plan......................................................................................................... 6
3.3.3 Establishing Position Fixing (paper charts) or verification (ECDIS) Frequency & Methods......................... 7
3.3.4 Recommendation for Planning Process with Reference to ECDIS...............................................................8
3.3.5 Route Creation on ECDIS............................................................................................................................. 9
3.3.6 Route Checking on ECDIS.......................................................................................................................... 10
3.3.7 Voyage Notes & Additional Information................................................................................................... 11
3.3.8 Markings on Chart/ ENC............................................................................................................................ 11
3.3.9 Risk Assessment........................................................................................................................................ 12
3.3.10 Recordkeeping/ Output.............................................................................................................................12
3.3.11 Passage Plan Review & Approval.............................................................................................................. 13
3.4 EXECUTION........................................................................................................................................................... 13
3.4.1 Pre-Departure Briefing.............................................................................................................................. 13
3.4.2 Execution of plan.......................................................................................................................................14
3.4.3 Execution with particular reference to ECDIS........................................................................................... 14
3.5 MONITORING........................................................................................................................................................ 14
4 AMENDMENTS TO PASSAGE PLAN....................................................................................................................15
4.1 AMENDMENT DUE TO INPUT FROM PILOT................................................................................................................... 15
4.2 AMENDMENTS DUE TO OTHER FACTORS.................................................................................................................... 15
5 DEBRIEFING POST COMPLETION OF VOYAGE....................................................................................................15
6 FORMS............................................................................................................................................................. 15
7 APPENDICES..................................................................................................................................................... 16
7.1 APPENDIX 1 – ADDITIONAL INFORMATION ON PARALLEL INDEXING & RADAR MAPPING...................................................... 16

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The Great Eastern Shipping Co. Ltd. NAVIGATIONAL SAFETY
CHAPTER 5.2 – VOYAGE PLANNING

1 UPON RECEIPT OF VOYAGE ORDERS

 Master:

 Review and share Voyage orders with the Navigation Officer.

 Including any specific Charterers’ instructions for the passage.
 Inform heads of departments to:
o Prepare their departments accordingly
o Take appropriate action for correct and safe voyage execution.
 Ensure vessel:
o Is seaworthy in all respect
o Complies with required manning requirements.
 Assess if following are on board as required for the voyage:
o Stores, spares, bunkers, lubricants, other consumables etc.
o Nautical charts, ENCs, publications etc.

2 KEY REQUIREMENTS FOR PASSAGE OR VOYAGE PLAN

Plan must Cover: Passage from Berth of departure port to berth of destination port

Preparing the Plan: Second Officer (Navigation Officer)

Verification: Master
Responsibility
for: Execution & Monitoring: Bridge Officers of Watch (OOW) & Master
Ensuring sufficient Bunkers,
fresh water, lubes etc for the Master
passage:
ID-OGN-01 – Passage Plan
Form to use:
ID-NAV-04 – Passage Plan Appraisal
 Applicable International, national and regional regulations
Requires Compliance with:  Company Procedures and guidelines,
 Prudent seamanship Practices.

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 The Great Eastern Shipping Co. Ltd. NAVIGATIONAL SAFETY
CHAPTER 5.2 – VOYAGE PLANNING

3 STAGES OF PASSAGE PLAN

3.1 General
 Passage planning includes four essential areas:

3.2 Appraisal

3.2.1 General

 Navigation officer

 Gather all information, required to plan a safe voyage, from:

o Nautical Charts / ENCs.
o Nautical Publications (ASD, ALRS, ALL, ATT, Tidal streams, Ship’s Routeing, Port Information Guides
etc).
o Local sources (Agents, Terminal, etc.)
o Sources of Navigational Warnings, Weather forecasts etc.
o Sources of Security related information.
o Experience from past voyages. (Own vessel or feedback from other Company vessels.)

 Ensure Charts/ ENCs and Publications are corrected to the latest “Notice to Mariners of respective
Hydrographic Office”.

 Do not used cancelled charts, ENC & publications as applicable for navigation. Store them separately
and outside the navigation bridge.
o Ensure the information includes: (for what)
o Vessel’s characteristics.
o Current and Tidal data.
o Accuracy of hydrographic data.
o Water density and its changes affecting the draught.
o Position and characteristics of navigational marks, lights, buoys etc.
o Consulting Admiralty List of Lights and Admiralty List of Radio Signal’s.
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 The Great Eastern Shipping Co. Ltd. NAVIGATIONAL SAFETY
CHAPTER 5.2 – VOYAGE PLANNING

o Routing schemes.
o Traffic Separation Schemes.
o Proximity of Special Areas (SA) and Particularly Sensitive Sea Areas (PSSA) en-route.
o UKC at all stages of the voyage considering:
 Squat.
 Wave response allowance (due to vessel pitch, heave and roll).

!! Actual draught must NOT exceed the calculated draught, considering parameters mentioned above.

o Availability and reliability of navigational aids and charts (paper and electronic).
o ECDIS License expiry, Chart Permit expiry etc.
o Capability and condition of vessel and her equipment.
o Potential situation in event of breakdown.
o Distance Tables.
o Limiting Latitudes/ Load line zones etc.
o Anticipated traffic conditions.
o Weather, including expected areas of reduced visibility.
o Advice and recommendations in Sailing Direction.
o Navigational warnings.
o Notices to Mariners.
o Other considerations such as for Cargo, MARPOL etc.
o Any other factors affecting the safety of vessel.
o Latest Security related updates.

 Use ID-NAV-04 – Passage Plan Appraisal Checklist

3.2.2 Additional Points Specific to ECDIS

 Navigation Officer

 Load all data identified as relevant to the voyage, into the ECDIS.
 To allow calculation of plan against the most up-to-date information.
 Remove all old data if no longer valid or update it to support the new Passage Plan.
 Check availability of the appropriate and up to date ENCs for the Voyage. (See next section for details)
 Check correct application of ENC updates by making spot checks of ENCs at the end of appraisal.
 Inspect ECDIS internal log to:
o Identify any updates which may have failed, or
o Other abnormal conditions experienced by ECDIS, during update process.
 When updates for ENCs relevant to voyage, fail to install:
o Investigate thoroughly.
o Take remedial actions, such as:
 Applying manual updates to clarify update content.
 Consulting chart supplier or ECDIS manufacturer.

 Take care when assessing information, where differing update frequencies may apply.
 If using paper charts as part of voyage plan, note the possibility of their differing update cycles than
ENCs.
 After applying weekly updates, verify by an independent check:
o Status of each ECDIS,
o All ENCs installed for the voyage.
 Verify manual updates regarding NMs & relevant navigation warnings information is added.

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3.2.3 Checking availability of the appropriate ENCs for the Voyage

 Navigation Officer

 Ensure ENCs loaded on ECDIS:

o Cover entire voyage plan, including an appropriate allowance for any:
 Diversions, &
 Weather avoidance.
o Are of most appropriate scale for planning and conduct of the Voyage Plan.
 Log down all ENC holdings.
 Ensure following are valid for the times & regions covered by the voyage plan:
o ENC base data,
o Updates along with other sources of navigation information.
 Maintain record of:
o All ENCs installed on each ECDIS
o All updates applied to each ECDIS Terminal.
o All Navigational warnings and NMs received on board &
o Decisions and actions taken in determining their impact on Voyage Plan.
 For Navigational warnings or NMs, that affect the current voyage plan, but are not included in ENCs:
o Insert these as manual updates &
o Set as alarm features if they affect safety.

Additional Aspects:

 Consider following aspects of ENC/ECDIS operation as well, when assessing the chart coverage.
o ECDIS may present a confused picture when there is overlapping of adjacent ENCs.
o There may be content differences between ENC and paper chart.

!! This becomes critical when both ENC and Paper charts are used in the voyage.

 For more details on this topic, refer to NP 231.

ENC Coverage:

 Check ENC coverage using an updated digital chart catalogue supplied by the approved chart supplier.
 Since all sea areas are not covered by ENC charts, maintain any relevant information about gaps
available from the ENC service provider in Doc 5.9 Annex 4. Refer to same during planning to identify
gaps in ENCs.

 If ENC coverage:
o Is available but not installed, obtain the appropriate ENC.
o Does not exist, order paper charts in due time to use on board.
 Determine if:
o There is adequate ENC coverage of appropriate scale.
o ENC data is installed and updated.
o Permits held (or ordered) cover the duration of the voyage plan for the required ENCs

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 For assistance in determining the ENC charts coverage see below figure.

 Master

 If none of the above choices are available:

o Do not proceed to the voyage or enter to the port, until all necessary ENCs or Raster charts along
with paper charts are available on board.
o Request for ENCs permits, required for execution of passage plan, through the operations
department.

3.3 Planning
 Complete the planning prior to leaving port

3.3.1 Key Elements of the Plan

 Navigation Officer

 Consider the following key elements:

o Critical areas due to draft.
o Safe speed with regard to draught and UKC policy.
o Positions requiring change in machinery status.
o Contingency action if deviation from plan necessary.
o Compliance with Load line regulations.
o Environmental sensitive areas to avoid.
o Compliance with charterers voyage specific requirements and Compliance with routeing guidelines
(e.g. Malacca Straits, etc)
o Areas which require additional operational control measures e.g.:
 SECA Areas,
 Security High Risk Areas.

 Follow guidance as provided in:

□NP 231 Admiralty Guide to the Practical Use of ENC's;
□NP 232 Admiralty Guide to ECDIS Implementation, Policy and Procedures;

3.3.2 Information required in Passage Plan

 Navigation Officer

 Based on the information gathered during the ‘Appraisal’, include following in the passage plan:
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CHAPTER 5.2 – VOYAGE PLANNING

o Charts and publications used.

o Reference points.
o Recommended:
 “Closest point of approach” at sea, &
 “Distance off” at coastal areas.
o Wheel over point / bearing.
o Turn radius for each alteration.
o Distances between way points.
o Position Fixing:
 Frequencies.
 Primary & secondary methods.
o General Information & danger points.
o Information on safety depth, safety contour, etc on various legs of the voyage.
o Contingency anchorage and abort point
o Details of traffic expected.
o Pilotage requirements.
o Areas of high interest regarding marine hazards.
o Location require increase in engine room manning level.
o Currents, tides and navigational hazards.
o Information and guidance for passages through environmentally sensitive areas.
o Parallel Indexing information.
o UKC – Squat calculations.
o Reporting points and Channels to maintain VHF watch.
o Critical points during the passage and estimated time of arrival.
o Identification of voyage leg in which the vessel crosses the safety contour.
o Security related information for each leg of the passage.
o Any specific Charterers’ instructions regarding the passage.

 Company encourages use of parallel indexing technique in navigation.

3.3.3 Establishing Position Fixing (paper charts) or verification (ECDIS) Frequency & Methods

Establishing Position Fixing (paper charts) / Verification (for ECDIS) Frequency

 Navigation Officer

 Establish Frequency of position fixing / verification based on:

o Area vessel is navigating.
o Prevailing conditions.
o Distance off the nearest hazard.
o Speed of the vessel should be such that vessel does not run in to danger between two fixes (parallel
indexing / clearing ranges to be used as required).
o Position accuracy of chart type in use i.e.:
 Source data diagram on paper chart, or
 CATZOC on ENCs

 Follow maximum time interval between position verification as below

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o On ECDIS
o On paper charts when used as back up
Area Maximum Interval between Fixes
Open waters Once every watch
Coastal waters Once every hour
Confined waters Once every 30 mins
During pilotage (Inside Port limts) Once every 30 mins

 Follow maximum time interval between fixes as follows (for paper charts when used as primary means
of navigation):
Area Maximum Interval between Fixes
Open waters 1 Hour
Coastal waters 20 minutes
Confined waters 10 minutes
During pilotage (Inside port limits) Refer to below note.

 Note: Ships position to be fixed at regular intervals and cross referenced at appropriate intervals.
 Note: Interval between fixes should be such that it is not possible for the ship to get into danger
between fixes.

 Mention the same in Voyage plan/ Charts /ENC as applicable.

Establishing Position Fixing (Paper Charts) / Verification (for ECDIS) Methods

 Navigation Officer

 Position verification methods (for ECDIS) include, but are not limited to, any or combination of the
following methods:

Area Recommended Position Fixing Methods

 Celestial observations.
 Dilution of Precision (DOP)
Open waters
 Signal or Carrier to Noise Ratio (SNR or CNR)
 Satellite Navigation systems/ GPS Receivers

Coastal waters / During  Visual observation

Pilotage (Inside port  Radar observations
limits) / Confined  Parallel Index
waters  Radar Overlay

 Refer to your GPS manufactuerers instructions / details for how to check DOP & SNR values. Log
these values whenever used to to verify position.

 Set most suitable Primary/ Secondary Position Fixing methods for paper charts as below:

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Area Recommended Position Fixing Methods

 Celestial observations.
Open waters
 Satellite Navigation systems/ GPS Receivers
 Visual bearing and Radar distance.
 Radar bearings and distances.
Coastal waters / During
 Compass bearings and Radar distances.
pilotage (Inside port
 Cross bearing by gyro or magnetic compass.
limits) / Confined
 Sextant horizontal and vertical angles observations.
waters
 Global Positioning System (GPS).
!! Avoid using GPS as a primary means of position fixing.

 Mention the same in Voyage plan/ Charts / ENC as applicable.

3.3.4 Recommendation for Planning Process with Reference to ECDIS

 Begin by using smaller scale ENCs (overview and general), outlining a basic route.
 Next, move to medium scale ENCs (coastal ENCs)
 Final planning to be done on largest scale available ENC
 Bring in more detail to refine the overall plan.
 Edit legs of the voyage as safety contour gets closer.
 Next add manual updates/ Mariner's Notes to the plan (See next section for details)

 For specific advice on use of ECDIS for passage planning, refer to instructions from the Maker or ENC
Service Provider.

3.3.5 Route Creation on ECDIS

 Consider the following when creating a route on ECDIS (not exhaustive):

Selecting New Route:

 Ensure Chart Autoload and Auto-scale is ON.

 Create a 'blank canvas' by unloading old routes, info and manual corrections.
 Reduce screen clutter by using Base or Standard display.
 Screen into large' or 'planning' screen format, to a scale that allows viewing start & end locations.
 Use an ENC by:
o Loading the appropriate chart or
o Selecting the relevant Chart Priority.
 Open the Route planning function and select a New Route.

Waypoint Plotting:

 Begin with waypoint plotting:

o In general area of the start and end of the route.
o By using either:
 Graphical method to place a waypoint on the chart or
 Entering coordinates in the Waypoint Panel.

 Use additional route planning tools.

e.g. Lighthouse Lighting & Headmark / Sternmark as appropriate, if available.

 In case of a great circle route change line properties, as Rhumb Line is the default selection.
 Set Safety Depth and Safety Contour values.

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 Note that these values may change throughout the voyage.

 Zoom in to a more appropriate scale such as 1:1 to modify start & finish waypoints to account for TSS
etc.
 Alternate between chart formats as required for quality control by activating appropriate layers.
 Check Zones of Confidence (ZOC) and amend route or highlight as necessary.
 Maintain adequate Off-Track Distance (XTD) for the various legs of the route considering:
o Nature of the environment,
o Expected possible deviations.
o Lateral separation from the route &
o Collision avoidance.
 If using Arrival Circles, set it to an appropriate value . (Recommended to coincide with wheel over point).
 Check the Turn Radius settings and ensure computed turn calculations look realistic.

Finalizing & Saving:

 Complete the full navigation plan and ensure all schedule information is correct.
 Name the Route appropriately
 Save the Route.
 Ensure ECDIS display has been set-up properly to include all information necessary for safe
navigation.

!! Be aware that ECDIS display set-up in ‘base’ display may remove vital information.

3.3.6 Route Checking on ECDIS

Points of Caution:

 Route Check function will only detect certain dangers to the set navigation parameters:
o Within the Off-Track Distance (XTD) of the planned route, &
o Only on an ENC.
 On an RNC, ECDIS will only detect dangers, provided:
o A Manual Correction with a Danger Attribute is associated with it, &
o It is located within the set XTD.
 Understand that:
o Route Check is therefore not a fail-safe safety check, &
o It will be necessary to check the entire route at 1:1 scale as a final safety check.

Routine checks:

 Check routes routinely, as follows:

o During and on completion of Route Planning.
o After modification of a Route.
o After updating any charts used by a Route.
o During the master’s approval of the Route.

Factors to Consider:

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 Consider the following, when conducting the Route Checking (not exhaustive):
o Select ENC, as the chart priority.
o Configure display to view all navigation dangers.
o Set route check parameters (where possible).
o Ensure system is configured appropriately.
o If system allows, operator specified chart scales, set scale to:
 At least equal to the smallest scale ENC that will be in use when executing the route.
o Ensure adequate XTD set for the various legs considering:
 Nature of the environment.
 Expected possible deviations.
 Lateral separation from the route &
 Collision avoidance.
o Use the check Route planning function to check the route.
o Cycle through the generated alarms and view each in turn, editing the Route as necessary
o On completion of checks and verification, check entire route on 1:1 scale by manually scrolling
through.
o Add relevant additional information and manual corrections.
o Double-check distance, ETD, ETA and Tidal Constraints.
o Print Route information as necessary.
o Save the Route.
o Protect the Route as necessary and save a backup.

 On some systems, only protection of saved routes, may be possible.

o Obtain Master’s verification.

 On some systems, Route can only be approved once all Alarms have been accepted & Route saved.
o Record the approval.
o Upload, both the Route and Schedule into all ECDIS.
o Create a pilotage notebook as necessary using the Screenshot function if available.
o Check the Route again if updates are installed (as they may affect the route):
 Prior to sailing, or
 During the execution of the Route.
o Make route active prior to execution.

 If parameters have not been set for XTD or the Safety Scale parameter or equivalent has not been
configured correctly, set the values as required and check the Route again.

3.3.7 Voyage Notes & Additional Information

 Add voyage notes & ‘additional information’ using the manual update function.
 To aid in the execution of the Route.
 If the ‘additional information’ requires an alarm to sound on its detection by the Anti-Grounding Cone:
o Give a danger attribute to the "additional information".

 This is system dependent and the operator must know how it is configured.

 The Company prohibits the use of "Accept ALL" feature during route checking.

 Save the additional information files, relevant to the active route:

o With an appropriate filename &
o Load it prior to sailing.
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3.3.8 Markings on Chart/ ENC

 Navigation Officer

 Outline the plan on the largest scale charts/ ENC available and:
o Highlight hazards and dangers enroute.
o Do not overburden with irrelevant material.
o Ensure essential details are reflected clearly.
 Mark following on the charts/ ENC:
o Intended courses, with margins for errors.
o Parallel Indexing.
o Chart Changes.
o Position Fixing Means & Frequency.
o Prominent Navigation and Radar Marks.
o Landfall targets and lights.
o Clearing lines and Bearings.
o Transits, heading marks and leading lines.
o Relevant tides, current and tidal stream data.
o Safe speed and necessary speed alterations.
o Changes in Machinery Status.
o Minimum Under keel Clearance.
o Positions where to switch ON the echo sounder.
o Crossing and high-density traffic areas.
o Safe distance off.
o Anchor Clearance.
o Contingency Plans.
o Abort Positions and Point of No Return.
o VTS and reporting points.
o Air Draft when passing under bridges/ power lines/cable cars etc.
o No-go areas based on her draught.
o Wheel over positions.
o Permanent and temporary hazards to navigation e.g.:
 Wrecks.
 Shallow waters &
 Any other obstruction.
o Key information on areas which require additional operational control measures e.g.:
 SECA Areas
 Garbage special areas
 Security High Risk Areas.

 If paper charts in use, Erase all previous courses on charts.

In case of an RNC, draw a manually derived danger line, at all times on the RNC.

3.3.9 Risk Assessment

 Bridge Team

 As a part of passage planning, carry out a risk assessment for sailing in:
o Shallow waters
o Expected areas of heavy traffic and traffic concern
o Confined areas
o Straits.
o Entrance – exit from ports.
o Passage under bridges.

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o Low visibility.
o Bad weather conditions &
o Any other conditions in the voyage as per master’s discretion.

 On Completion of Planning, submit same to Master for Approval.

3.3.10 Recordkeeping/ Output

 Record (at the least) the following information in the final Passage Plan:
o A comprehensive list of ENCs:
 Of appropriate scale to cover the voyage.
 Backed by paper charts where coverage of ENC is unsuitable.
o The approved, planned track with true course and distance of each leg, plotted out on ENCs.
o Planned speed for each leg of the passage, considering:
 Navigational hazards &
 Vessel characteristics.
o Safety contour and safety depth settings for each leg.
o Other key ECDIS settings including palette, features displayed and other options.
o Leg settings (XTD, guard zone).
o Estimated times of arrival at critical points in the plan.
o Wheel over positions, as applicable.
o Turn radius for each alteration, as applicable.
o Documented areas to avoid (including clearance) within the ECDIS.
o Notes covering any useful / relevant local information and regulatory restrictions.
o Areas likely to have high traffic density.
o Areas requiring mandatory or voluntary pilotage under international rules.
o Method and frequency of primary and backup position fixing.
o Information supplement existing positioning methods (position confirmation by check fix) such as:
 Navigational marks.
 Radar ranges
 Parallel indexing data &
 other visual cues.
o Contingency plans for emergencies including actions to place the vessel in:
 Deep water.
 At a port of refuge or
 At a safe anchorage

3.3.11 Passage Plan Review & Approval

 Master

 Prior approving the Passage Plan, verify:

o All key aspects of planning as defined in above sections are adequately complied with.
o Charts and publications are corrected to latest notice.

 For paper charts, make random checks of at least 10% of Charts & Confirm corrected up to date.
For ECDIS, verify system reflects all corrections up to date.
o UKC calculations. If in doubt of meeting UKC requirements:
 Inform Company.
 Request advice as required.

 Instruct on:
o Specific care/measures to be taken for any part of voyage.

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o When & where he should be called or informed.

 Once satisfied, approve the passage plan by signing the same.

 Submit Passage plan (Form ID-OGN-01) to office (Operations Superintendent) as per below:

Submit to Office Passage Plan review by Operation Superintendent

 At least 24 hours before the commencement  At least 10 percent of passage plans received.
of voyage.

 All Bridge OOW

 Read, understand and sign the plan.

3.4 Execution

3.4.1 Pre-Departure Briefing

 Master

 Prior to sailing:
o Hold a briefing with all Bridge Team Members and Chief Engineer.
o Discuss key points from the passage plan.
o Confirm their understanding of the plan.
 Record the briefing in Deck logbook, or Bell book.
 If operational constraints prevent above prior sailing, conduct same at first opportunity.

3.4.2 Execution of plan

 Bridge OOW

 Effectively execute the passage plan.

 Consider following:
o Reliability of navigational equipment.
o ETA estimation at critical points to calculate tidal data.
o Weather condition expected during passage.
o Day or Night time, when passing dangerous areas.

3.4.3 Execution with particular reference to ECDIS

 Consider the following when conducting the Execution phase (not exhaustive):
o Activate the Navigation Plan.
o Display the most relevant panel or screen display for execution.
o Ensure appropriate configuration of Safety Alarms
o (Anti-Grounding Cone, Safety Depth, Safety Contour, Safety Parameters etc.).
o Follow the Route and know the XTD in case of deviation.
o Look ahead to check for any Voyage Notes.
o Check weather forecasts and confirm no adverse effect on the plan.
o Monitor voyage relevant NAVTEX and Navigation Warnings & plot manually.
o (if not done automatically).
o Check route as necessary to see whether affected for duration of watch and 02 hrs ahead.

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3.5 Monitoring
 Master and Bridge OOW

 Ensure passage plan is complied with by:

o Monitoring vessel continually.
o Confirming the plan regularly.

 Allow plan to be flexible to accommodate possible deviations safely, in case of any problems.

 Monitor operational condition of navigation equipment closely.

 Follow position fixing / verification frequency and methods, as per:
o Passage plan,
o Navigational conditions, Weather, Traffic etc,
o Characteristics of area transiting.
 Bridge OOW

 Bear in mind Capabilities and limitations of navigational systems.

 Monitor Water depth from echo sounder.
 Use dead reckoning techniques for position fixes check.
 Cross check position fixes by independent sources.
 Use visual navigational aids (landmarks, celestial objects) to support electronic position fixing.
 Make use of parallel indexing technique to monitor vessel’s passage, where applicable.
 (Considering limitations of the radar equipment i.e. gyro stabilized versus un-stabilized).

 For details on the use of tools available on ECDIS to monitor the passage, see Doc 5.9 Section 6.

4 AMENDMENTS TO PASSAGE PLAN

 WARNING: Do not make any changes to passage plan during voyage, without consent of Master.

4.1 Amendment Due to Input from Pilot

 Master

 Discuss passage plan with pilot for the intended transit.

 Compare it with Pilot's intentions.
 Address any differences.
 Issue a final plan agreed by Pilot and himself.
 Advise OOWs of any changes.
 Bridge OOW

 Verify and compile the amendment supervised by Master.

 Attach amendment to original passage plan.

4.2 Amendments Due to Other Factors

 These factors may include:
□Change of Destination port,
□Change in vessel berthing schedule at arrival port,
□Heavy weather along planned passage, and
□Navigational warning(s) etc.

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 Navigation Officer/ Bridge OOW

 Prepare a new passage plan under supervision of master.

 Archive the old plan.
 Discuss the amendments with other navigating officers.

5 DEBRIEFING POST COMPLETION OF VOYAGE

 Master:

 On completion of the voyage:

o Carry out debriefing of the passage plan with the Bridge team.
o Identify any list of actions to be included in future passage plans.
o Record the debriefing in the passage plan for future reference.
o Inform the company of any serious finding e.g. extreme currents or unmarked obstruction.

6 FORMS
 ID-OGN-01 – Passage Plan
 ID-NAV-04 – Passage Plan Appraisal Checklist

7 APPENDICES

7.1 Appendix 1 – Additional Information on Parallel Indexing & Radar Mapping

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CHAPTER 5.2 - APPENDIX 1 – ADDITIONAL GUIDANCE ON PARALLEL INDEXING
& RADAR MAPPING

Table of Contents
1 PARALLEL INDEXING...........................................................................................................................................2
2 RADAR MAPPING............................................................................................................................................... 2

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CHAPTER 5.2 - APPENDIX 1 – ADDITIONAL GUIDANCE ON PARALLEL INDEXING
& RADAR MAPPING

1 PARALLEL INDEXING
 Parallel indexing provides a method on the radar of verifying that the ship is maintaining a safe course
to pass a fixed object, such as a headland, at the desired passing distance.
 It does not replace the need to fix ship's position regularly.
 It requires an index line to be drawn to pass through the radar echo of a fixed object, tangential to radar’s
variable range marker (VRM) set to a range equal to the desired passing distance.
 The index line will line up parallel to the ground track that the ship will need to follow to maintain a safe
passing distance.
 Parallel indexing can be used on both relative motion and ground stabilized true motion modes of radar
operation:
 On relative motion the echo of a fixed object will move:
o In a direction and speed which is the reciprocal of own ship's ground track &
o Along the index line.
 On a ground stabilized true motion display, the echo will:
o Remain stationary &
o Edge of the VRM should move along the index line.
 Practice parallel indexing techniques during clear weather & straight forward passages.
(To ensure personnel become familiar, prior actual use in confined waters or demanding situations.)
 At night or in restricted visibility.
 When using parallel indexing, ensure targets are
o Safe, easy to identify and range at which the activity should commence to be marked.
o Radar conspicuous.
o Located outside the clutter filed.
o Limited to a number sufficient for a safe navigation.
o Stationary with strong echo (use of buoys / floating objects should be avoided).

2 RADAR MAPPING
 Radar mapping provides:
o Highly interpretable radar imagery &
o Precise mapping data regardless of:
 Atmospheric visibility.
 Cloud cover &
 Daylight.

 It is commonly available for displaying on the radar picture:

o Passage plan, &
o Local area maps.
 Maps can be drawn using lines and symbols to depict chart features such as:
o Buoys.
o Channel limits.
o Separation zones &
o Anchorages etc.
Once complete the map can be stored in the radar.
 Reference map geographically to achieve correct:
o Orientation &
o Positions relative to ship.

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& RADAR MAPPING

 Map interpretation problems can occur from:

o Error in ships position used by radar.
o Accuracy of map.
o Poor ground stabilization.
 Ensure use of similar datum by:
o Navigational aid that provides position input to radar &
o Maps and plans used on radar.
 Ensure radar maps are on same datum as the Nav-aid used (typically GPS).
 Do not use maps that are electronically overlaid on radar picture.

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.3 – UNDERKEEL AND OVER HEAD CLEARANCE

Table of Contents
1 UNDER KEEL CLEARANCE (UKC) POLICY..............................................................................................................2

1.1 GENERAL.............................................................................................................................................................. 2
1.2 SAFE DRAFT LIMIT (FOR PORTS WHERE INDICATING DEPTH IS NOT AVAILABLE OR UPDATED)..................................................2

2 UKC CALCULATIONS...........................................................................................................................................3

2.1 REQUIREMENTS FOR CALCULATION OF UKC................................................................................................................ 3

2.2 BASIC PROCEDURE FOR CALCULATION........................................................................................................................ 3
2.3 CATZOC ALLOWANCE............................................................................................................................................ 3
2.3.1 GENERAL.............................................................................................................................................................. 3
2.3.2 SAFETY MARGINS WHEN NAVIGATING IN AN AREA ASSESSED AS CATZOC U OR CATZOC D............................................... 4

3 EFFECT OF SQUAT ON THE VESSEL’S DRAFT (AND UKC)......................................................................................5

3.1 DEFINITION OF SQUAT............................................................................................................................................. 5

3.2 IMPACT OF SQUAT.................................................................................................................................................. 5
3.3 INDICATION OF SHALLOW WATER EFFECT:.................................................................................................................. 5
3.4 FACTORS AFFECTING SQUAT..................................................................................................................................... 5
3.5 PRECAUTIONS........................................................................................................................................................ 5

4 NON-COMPLIANCE WITH UKC POLICY............................................................................................................... 7

5 OVER HEAD CLEARANCE (AIR DRAFT)................................................................................................................ 8

5.1 MINIMUM OVERHEAD CLEARANCE............................................................................................................................ 8

5.2 PRECAUTIONS........................................................................................................................................................ 8
5.3 CALCULATION........................................................................................................................................................ 8
5.4 ALARM SETTING ON ECDIS..................................................................................................................................... 8
5.5 NON-COMPLIANCE WITH OVERHEAD CLEARANCE POLICY............................................................................................... 9

6 FORMS.............................................................................................................................................................. 9

7 REFERENCES...................................................................................................................................................... 9

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1 UNDER KEEL CLEARANCE (UKC) POLICY

1.1 General
 Comply with the Minimum Under Keel Clearance requirements as follows:

Location Minimum UKC Requirement

IN GENERAL
Open waters 50% of the deepest static draught or 2.0 m, whichever is greater
Coastal waters 10% of the deepest static draught or 0.6 m, whichever is greater
Inside ports limits 10% of the deepest static draught or 0.6 m, whichever is greater
Sea berth/SBM/SPM/CBM 10% of the deepest static draught or 0.6 m, whichever is greater
Whilst alongside Not less than 0.30 m.
IN SPECIFIC REGIONS
Malacca & Singapore strait 3.5 m (for vessels with SDWT 150.000 and above or 15m draft)
Singapore Eastern Bank 4.0 m static UKC, plus allowance for squat at Speed of transit.

 If Port / Terminal / Pilot UKC requirements are stricter, comply with that.

1.2 Safe Draft Limit (For ports where Indicating Depth is not available or updated)

 In certain ports, Relevant Authority manages channel navigation and terminal limitations based upon
“Safe Draft” rather than indicating Depth & UKC.

 In such ports, comply with the ‘Safe Draft Limit’ provided in writing from an authorized source.
(e.g. Port Authority, Agents, Terminal etc.) Endeavor to obtain local bathymetric charts which provide
guidance on depths (eg at US river ports)

!! When minimum UKC cannot be maintained or if in any doubt, contact the HSEQ/Vetting Dept/DPA.

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2 UKC CALCULATIONS

2.1 Requirements for Calculation Of UKC

 Carry out UKC calculations for each leg of the passage and enter values in Passage Plan Form.
 In open waters where depths are more than twice of the vessel’s static draught, no UKC calculations
required.

2.2 Basic Procedure for Calculation

 Calculate the Deepest Navigational Draft considering:
o Mean draft
o Trim and its characteristics.
o Intended transit speed and corresponding squat.
(See Section 3 for details on Squat)
o Impact of Heel.

 Increase in draft due to heel/list can be calculated using the formula.

- Increase in draft = Beam x Sin angle of heel / 2
o Water density.
o Hogging & Sagging.
 Calculate Anticipated Controlling Depth considering:
o Depth at anchorage or facility.
o Depth of transit area listed in publications and charts required.
o Hydrographic Data Accuracy. (Included in notes on paper charts and as CATZOC on ECDIS.)
o Updated information on depth available from port authorities and hydrographic offices.
o Tide and current conditions.
o Sea state conditions.
o Past weather impact on water depth.
 Calculate Anticipated under-keel clearance by:
o Subtracting deepest navigational draft from the anticipated controlling depth.

2.3 CATZOC Allowance

 For details on Zone of Confidence (ZOC) & Category of Zone of Confidence (CATZOC) see Doc 5.9

2.3.1 General
 Allow for additional Safety Margins as per below table:
ZOC Position Accuracy Depth Accuracy CATZOC Symbol

A1 ± 5m + 5% depth 0.50 + 1% d*

A2 1.00 + 2% d
± 20m

B
± 50m 1.00 + 2% d

C ± 500m 2.00 + 5% d
D Worse than ZOC-C

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U Unassessed

*d= Depth

2.3.2 Safety Margins When Navigating in an Area Assessed as CATZOC U or CATZOC D

 As per Company Policy use following Safety Margins for areas assessed as CATZOC U or CATZOC D.
ZOC Additional Safety Margin CATZOC Symbol
D 2.00 m +10% of Charted Depth
U 2.00 m + 20% of Charted Depth

 Alternatively, get below information from alternate sources such as local authorities, terminal and
agents in written, e.g. below:
o Date of the most recent dredging
o Maximum allowed arrival/departure draft
o Most recent last three deepest arrival / departure draft.

 In such a case:
Ÿ Use this depth as Minimum controlling depth.
Ÿ Ignore ZOC correction.
Ÿ Submit following to HSEQ/Vetting Dept. for approval:
- UKC calculaton sheet
- Copy of written depth/draft/dredging information received from above sources.
- Risk Assessment.

!! If calculated UKC does not meet Company UKC Criteria, refer to Section 4.

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3 EFFECT OF SQUAT ON THE VESSEL’S DRAFT (AND UKC)

3.1 Definition of Squat

 Squat refers to the change in mean draft and trim of the vessel.
 This is the direct result of the dynamic pressure exerted on her hull when in forward motion.
 We are using Barrass II Squat formula as indicated in ID-OGN-01 form.

3.2 Impact of Squat

 Squat effect results in significant increase of draft when in:
o Shallow waters.
o Narrow channels.
 The increase may reach or exceed 20% of the Draft.
 Shallow water may be considered when the water depths are less than or equal to 30 m.

3.3 Indication of Shallow Water Effect:

 Wave making increases at the forward end of the ship.
 Vessel becomes sluggish to maneuver.
 Sudden vibration of the ship due to resonance caused by the water.
 Rolling, pitching and heaving motions decrease due to the water cushion effect beneath the vessel.
 Bodily sinkage and a change of trim.
 RPM starts fluctuating.
 Reduction in speed.

3.4 Factors Affecting Squat

 Block Coefficient of the vessel:
o It is the ratio of:
Underwater volume of ship
_______________________________________________________________________________________________________________
Volume of a rectangular block having the same overall length, breadth and depth
o This depends upon the shape of the vessel.
 Speed:
o Squat significantly increases with ships speed in shallow waters.
o It is directly proportional to the square of its speed.
 Width of a Channel:
o Squat increases as the width of a channel reduces.
o It depends upon the ratio between:
 Ships midship underwater section, &
 Channel cross-section.

 Presence of another ship in a river increases the squats on both vessels

3.5 Precautions
 Master & Bridge OOW

 Be familiar with “Squat effect”.

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CHAPTER 5.3 – UNDERKEEL AND OVER HEAD CLEARANCE

 Consider “Squat effect” in UKC calculations.

 Reduce vessel’s speed as required in shallow waters to reduce squat.

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CHAPTER 5.3 – UNDERKEEL AND OVER HEAD CLEARANCE

4 NON-COMPLIANCE WITH UKC POLICY

 Master

 If unable to comply with the Company UKC policy, CATZOC waiver may be provided:
o Inform HSEQ/Vetting HSEQ Department/ DPA.
o Submit all relevant information such as:
 UKC calculations.
 Risk Assessment.
 Copy of written depth/draft/dredging information received from agents/terminal/port
authorities.
 Additional Control Measures in place / planned.

 e.g. navigating under the advice of a competent pilot fully conversant with local peculiarities and
navigational conditions.
 Local information available (such as pilots’ advice).
 Master's personal evaluation.

 HSEQ/Vetting Department/ DPA

 Review all available information and Risk Assessment.

 If satisfied with the Risk Assessment & additional control measures:
o Provide written “Agreement to proceed”.
o Advise any additional controls.
 Master

 Proceed only after receiving “Agreement to proceed” from the HSEQ/ Vetting Department/ DPA.

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 The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.3 – UNDERKEEL AND OVER HEAD CLEARANCE

5 OVER HEAD CLEARANCE (AIR DRAFT)

5.1 Minimum Overhead Clearance

 Calculate & comply with following Minimum Overhead Clearance requirements:
From Minimum Clearance
Bridge, 2m
Overhead Structure, or
Obstruction
High Voltage Power cables 2-5 m

 When passing below high voltage cables, the OHC would depend upon the safe OHC above the Highest
Astronomical Tide decided by the local authorities which normally ranges between 2 to 5 metres
depending on the voltage rating of the cable.
 If the safe OHC for a power cable is not specifically stated, nor is obtainable from local authorities then
take same as 3 m.

5.2 Precautions
 Check the following, but not be limited to, to estimate the minimum clearance under a bridge, overhead
structure or obstruction:
o Latest hydrographic information available from the charts and publications
o Predicted height of tide
o Effect of waves on the vessel causing the vessel to roll, pitch and heave
o Vessel’s size and handling characteristics including estimates of hogging and sagging;
o Effect on draft due to vessel speed (i.e. squat)
o Location of the highest point of the vessel.

!! When minimum Air Draft cannot be maintained or if in any doubt, contact HSEQ/Vetting Dept/ DPA.

5.3 Calculation
 Use following formula:
o Air draught =
Height of highest permanent point above keel – anticipated draught
o Overhead Clearance (General) =
Physical Vertical Clearance of Lowest point of the Bridge / Overhead Obstruction – Air Draft
o Overhead Clearance (For High Voltage cables) =
Safe Vertical Clearance of the Overhead Cable – Air Draft

 For Definitions see Doc 5.1

Take “Safe vertical distance” as 5 m less than the “vertical clearance”, when not specifically stated.

5.4 Alarm Setting On ECDIS

 ECDIS will generally not apply these figures or Calculate alarms w hen vessel sails under any obstruction.
 When alarm setting is available in the particular ECDIS, input the values as above to generate alarm.

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CHAPTER 5.3 – UNDERKEEL AND OVER HEAD CLEARANCE

5.5 Non-Compliance with Overhead Clearance Policy

 Master

 If unable to comply with the Company Overhead Clearance policy:

o Inform HSEQ/Vetting Department/ DPA.
o Submit all relevant information such as:
 Overhead Clearance calculations.
 Risk Assessment.
 Additional Control Measures in place / planned.

 e.g. navigating under the advice of a competent pilot fully conversant with local peculiarities and
navigational conditions.
 Local information available (such as pilots’ advice).
 Master's personal evaluation.

!! Waiver for minimum Overhead Clearance for Bridge, Overhead Structure, or Obstruction may only be
reduced up to 1m basis above documents submitted.

 HSEQ/ Vetting Department/ DPA

 Review all available information and Risk Assessment.

 If satisfied with the Risk Assessment & additional control measures:
o Provide written “Agreement to proceed”.
o Advise any additional controls.
 Master

 Proceed only after receiving “Agreement to proceed” from the HSEQ/ Vetting Department/ DPA.

6 FORMS
 ID-OGN-01 – Passage Plan

7 REFERENCES
 Bridge Team Management by A.J. Swift
 Bridge Procedures Guide
 Recommendation on Basic Principles and Operational Guidance Relating to Navigational Watchkeeping
 MPA Circulars (Maritime and Port Authority Of Singapore)
 MCA Guidance Notes
 Merchant and Marine Notices
 Passage planning guides for Singapore/Malacca straits and passage planning guides for English Channel
 Flag State and Port State Guidance Notes Pertaining to The Safety of Navigation.

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CHAPTER 5.4 – BRIDGE TEAM MANAGEMENT & NAVIGATIONAL
WATCHKEEPING

Table of Contents
1 BRIDGE WATCH COMPOSITION.......................................................................................................................... 2
1.1 DESCRIPTION OF WATCH LEVELS................................................................................................................................ 2
1.2 DUTIES DURING DIFFERENT WATCH LEVELS.................................................................................................................. 2
1.3 ADDITIONAL ASPECTS............................................................................................................................................... 3
1.4 FACTORS FOR DECIDING BRIDGE WATCH COMPOSITION.................................................................................................. 3
1.5 COMMUNICATIONS BETWEEN MEMBERS OF THE BRIDGE WATCH.....................................................................................4
1.6 WATCH SCHEDULE................................................................................................................................................... 4
2 QUALIFICATION & FITNESS FOR WATCH DUTIES................................................................................................. 5
2.1 KEY DUTIES............................................................................................................................................................. 5
2.2 FITNESS FOR DUTY................................................................................................................................................... 5
3 STANDING ORDERS FOR BRIDGE WATCH............................................................................................................6
3.1 COMPANY STANDING ORDERS.................................................................................................................................... 6
3.2 MASTER’S STANDING ORDERS.................................................................................................................................... 6
3.3 MASTER’S BRIDGE ORDER BOOK (NIGHT ORDERS)......................................................................................................... 6
4 CONDUCTING A BRIDGE WATCH – DUTIES & RESPONSIBILITIES..........................................................................7
4.1 GENERAL DUTIES OF BRIDGE OFFICER OF WATCH..........................................................................................................7
4.2 SHIP’S POSITION FIXING............................................................................................................................................ 8
4.3 TAKING OVER THE NAVIGATIONAL WATCH................................................................................................................... 9
4.4 CALLING THE MASTER ON THE BRIDGE...................................................................................................................... 10
4.5 AVOIDANCE OF DISTRACTIONS DURING BRIDGE WATCH............................................................................................... 11
4.6 NAVIGATIONAL EQUIPMENT ALARM MANAGEMENT..................................................................................................... 11
4.7 DUTIES OF ABLE SEAMAN / HELMSMAN.....................................................................................................................12
5 WATCHKEEPING AT ANCHORAGE..................................................................................................................... 12
6 NAVIGATION OFFICER DUTIES.......................................................................................................................... 15
7 SHIP REPORTING SYSTEM................................................................................................................................. 16
7.1 AMVER (AUTOMATED MUTUAL ASSISTANCE VESSEL RESCUE SYSTEM)........................................................................... 16
7.2 INSPIRES (INDIAN SHIP POSITION AND INFORMATION REPORTING SYSTEM).................................................................... 16
8 RECORDS & DISPLAYS ON BRIDGE.................................................................................................................... 16
9 FAMILIARIZATION OF NEW COMING BRIDGE WATCH OFFICERS....................................................................... 17
9.1 GENERAL.............................................................................................................................................................. 17
9.2 CONSIDERATIONS BEFORE CONDUCTING FAMILIARIZATION............................................................................................ 17
10 TRAINING OF DECK JUNIOR OFFICERS........................................................................................................... 17
11 PUBLICATIONS & AIDS.................................................................................................................................. 17
12 FORMS......................................................................................................................................................... 18
13 APPENDICES................................................................................................................................................. 18
13.1 APPENDIX 1 – COMPANY'S STANDING ORDERS............................................................................................................ 18
13.2 APPENDIX 2 – DISTRESS, URGENCY & SAFETY COMMUNICATION.................................................................................... 18
14 REFERENCES................................................................................................................................................. 18

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CHAPTER 5.4 – BRIDGE TEAM MANAGEMENT & NAVIGATIONAL
WATCHKEEPING

1 BRIDGE WATCH COMPOSITION

1.1 Description Of Watch Levels

 The below table describes the bridge watch composition in different watch conditions:
Bridge Watch Team Bridge
Navigational Conditions E/R
Master/ Manning
Status/ Waterway (Weather & Traffic) OOW Lookout Helmsman Pilot Status
C/O Level
Entering &
All Y Y Y Y Y 5 M
Leaving Port
Clear weather
Y Y 2 U
Coastal Waters
Restricted visibility or
Optional (2) Y Y Y 3 or 4 M
Heavy traffic
Clear weather Y Optional (1) 1 or 2 U
Open Waters Restricted visibility or 2 or 3 or
Optional (2) Y Y Optional (2) U
Heavy traffic 4
At Anchor All Y Optional (1) 1 or 2 U
STS Operations (3) All Y Optional (1) 1 or 2 M
Special
Navigational All Y Y Y Y 4 M
Transits (4)
(1) – Lookout needed during hours of Darkness. Other hours can leave bridge but OOW should be
aware of his location and be able to summon
(2) – Masters discretion basis prevailing circumstances
(3) – During approach/mooring & un-mooring same as Entering/leaving port
(4) – Refer to chapter 5.5 section 4.10.
M=Manned
U=Unmanned

 Steering & Lookout duties to be performed by certified navigational watch-keeping rating

 Where prolonged periods can cause fatigue
- The Master may request the Chief officer to replace him on the Bridge
- The C/E may request the 2nd engineer to replace him in ECR.

!! Do not change schedule without master’s consent.

!! Ensure person on Lookout duty is engaged ONLY with that duty, & not given other work that may
distract him from the lookout duty.

1.2 Duties During Different Watch Levels

Bridge Team Duties by Watch Level*

Watch Level Collision Radio Other
Conn Navigation Steering Lookout
Avoidance Communications duties
1& 2 OOW Rating
3&4 Master or C/O OOW Rating Rating
Master or C/O
5 OOW Rating Rating
& Pilot

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Notes:

 “Other Duties” may include logbook keeping, equipment checks, & tending engine telegraph.
 Overlap among bridge team members indicates duties that may be shared.
 After joining bridge team, master must clearly inform the bridge team when he takes the Conn.
 Record change of conn in deck logbook.
 Master must be on the bridge when:
o Entering or leaving port.
o Transiting straits.
o Entry / Exit points of traffic separation schemes & Other areas of anticipated traffic concerns to
ascertain the conditions
 C/O may substitute Master when deemed necessary.

 Examples of such instances are:

Ÿ Master exceeds the work and rest hours due to long river or canal transits
Ÿ Potential high traffic density prior entering a river or canal
Ÿ Restricted visibility
Ÿ Potential extensive hours of pilotage, etc.

 An experience Cadets / Apprentice Officers of atleast 6 months may be used to supplement &
complement other team members.
 Double up watches
o When an officer is standing watch for the first time until Master is satisfied
o Until on signing officers basis familiarization of bridge equipment is completed
 Pilot:
o Is NOT considered as vessel’s complement.
o Shall not assume any of Bridge watch organizational positions.

!! Presence of pilot does not relieve Master or OOW their duties and responsibilities.

1.3 Additional Aspects

 At Master’s discretion, under special circumstances or to prevent excessive

Substitution of fatigue:
duties: - C/O may substitute the Master.
- 2nd Engineer may substitute the Chief Engineer.

 Master
Bridge Watch  Post on bridge to easily identify who must be called & under what
Composition table: circumstances
 When taking or Handing over the conn:
Change of Conn: - Inform the Bridge Duty personnel
- Ensure it is recorded in Bridge movment book / Deck Logbook.
Bridge Watch  Ensure manning resources on board are enough for compliance with above
Resources: watch conditions.

1.4 Factors for Deciding Bridge Watch Composition

 Master
 For deciding the bridge watch composition, consider following factors:

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o At no time the Bridge is left unattended,

o Experience of the OOW,
o Weather conditions, and visibility,
o Geographical location of the vessel and proximity of navigational hazards
o Operational status of Bridge instrumentation and controls, including alarm systems
o Operational condition of machinery and steering system.
o Any special operational circumstances.
o Traffic density, including the presence of fishing traffic.

!! For newly joined Officer, especially first time Third Officer, positively verify his familiarity with:
Ÿ Bridge equipment, &
Ÿ Other navigational aids, specially the ECDIS.

 When at sea, consider relieving Third Officer for 2 hours or more, during 0800 Hrs – 1200 Hrs watch.
 This is to facilitate:
Ÿ Third officer to understudy Chief officer for maintenance work
Ÿ Chief officer to supervise Third officer work on the upkeep of LSA and FFA.

1.5 Communications Between Members Of The Bridge Watch

 Master & OOW:
 Ensure all communication on bridge is clear, immediate and relevant.
 No distraction policy is communicated and enforced as necessary.
 Verify members of bridge watch including helmsman & lookout are:
o Briefed of their duties and responsibilities
o Assigned location(s) to perform duties effectively
o Relocated when conditions change.
 Give instructions to look-out when landfall or other sighting expected.

1.6 Watch Schedule

 Master
 Officers shall keep watches of 0000-0400, 0400-0800 , 0800-1200, 1200-1600, 1600-2000 & 2000-2400
 SHM shall keep watches of 0200-0600, 0600-1000, 1000-1400, 1400-1800, 1800-2200,2200-0200 &
0200-0600

 Lookout needed during hours of Darkness. Other hours can leave bridge but OOW should be
aware of his location and be able to summon

 Have the schedule posted, at least 24 hours in advance, in:

o Crews’ mess room / lounge,
o Officers' mess room / lounge,
o On Bridge / wheelhouse / Engine room.

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CHAPTER 5.4 – BRIDGE TEAM MANAGEMENT & NAVIGATIONAL
WATCHKEEPING

2 QUALIFICATION & FITNESS FOR WATCH DUTIES

2.1 Key Duties

 Ensure bridge is manned by qualified personnel to undertake duties as below.
DUTY PERSON IN CHARGE
Overall Control Master
Officer On Watch at Bridge Deck Officer
Radar & ARPA Deck Officer
Manual Steering Able Seaman
Lookout Able Seaman / Rating

2.2 Fitness For Duty

2.2.1 General
 Master / OOW
 Ensure personnel on bridge watch duties are:
o Medically fit
o Well rested / not showing signs of Fatigue
o Compliant with Company’s Drug & Alcohol Policy / Procedures.

2.2.2 Additional Check Of Fatigue Parameters

 When 2 or more risk factors listed below exist, consider seafarer is:
o Fatigued, &
o At risk of falling asleep.
 The seafarer:
o Has been awake for more than 16 hours.
o Is short of sleep.
o Has had poor-quality sleep.
o Is working alone in the early morning hours.
o Reports fatigued.

!! If Officer / Rating, taking over watch shows symptoms of fatigue:

Ÿ Inform Master immediately
Ÿ Take all necessary actions to ensure safe navigation.

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CHAPTER 5.4 – BRIDGE TEAM MANAGEMENT & NAVIGATIONAL
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3 STANDING ORDERS FOR BRIDGE WATCH

3.1 Company Standing Orders

 These are guidelines provided by the Company for the Master to prepare his own ship- specific
Standing Orders.
 For details See 5.4 Appendix 1 Company's Standing Orders.

3.2 Master’s Standing Orders

 Master
 Prepare written standing orders basis guidance in Company Standing Orders.
 Ensure these:
o Supplement Company’s procedures but do not conflict with them.
o Are:
 Specific to vessel, its trading pattern & experience of Bridge team.
 Read by all Deck Officers upon joining the vessel, signed and dated accordingly.
 Posted on the Bridge.

 Include circumstances in which Mobile Phones & personal Electronic Devices can be used on bridge (if
any).
 Include:
o Reference to the ECDIS used on board.
o Vessel and ECDIS-specific instructions for OOWs with reference to topics such as:
 Authority level to control safety parameters and alarm settings.
 Position fixing / verification to avoid over-reliance
 Circumstances for calling the Master.

 Bridge team
 Read, understand and sign with date the ‘Master’s Standing Orders’ upon joining vessel/ change of
master or amends the standing orders.

3.3 Master’s Bridge Order Book (Night Orders)

 Master
 Maintain Bridge Orders Book & include orders that may be:
o In addition to the Standing orders.
o Special voyage requirements.
o Expectations from the OOW with regards to ECDIS.
o Conditions which require a review of ECDIS settings. e.g. weather, visibility, nav warnings, vessel’s
stability etc
 Issue orders every day while the vessel is at sea or at anchor.
 Bridge Watch Officers
 Read, understand and sign these Orders prior taking over watch.
 If in doubt, seek clarification from previous OOW or Master.

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CHAPTER 5.4 – BRIDGE TEAM MANAGEMENT & NAVIGATIONAL
WATCHKEEPING

4 CONDUCTING A BRIDGE WATCH – DUTIES & RESPONSIBILITIES

4.1 General Duties Of Bridge Officer Of Watch

 Officer of the watch (OOW) is the Master's representative and responsible for the safety of Navigation during
his watch.

 Bridge OOW
 Keep watch on the bridge until properly relieved.
 Always maintain a proper lookout as required by the conditions.
 Follow voyage plan effectively.
 Check the course, position and speed of the ship at regular intervals.
 Ensure safe speed as per COLREGS Rule 6 & Master’s instructions.
 Use all available navigational aids to ensure that ship follows its planned course.
 Use effectively all navigational equipment at disposal.
 Maintain a record of all navigational movements and activities during the watch.
 Do not undertake any duties, which would interfere with safe navigation of ship.
 Monitor alarms sounding on the bridge.
 Maintain VHF Log for communication done over VHF
 On Tankers- OOW to change over VHF radios / AIS from high watt mode to low watt mode and MF/HF
radios either grounded or switched off once the vessel is alongside at the Terminal
 Continue to be responsible for safe navigation of the ship:
o Despite the presence of master on the bridge.
o Until the:
 Master informs specifically that he has assumed responsibility &
 Changeover is mutually understood.

 Make frequent checks of navigational equipment to ensure correct course maintained by Helmsman
or Autopilot.
 Test steering on Manual mode, at-least once every watch.
 Check:
o Compass errors:
 At least once during each watch where possible.
 After every big alteration of course.
o Working condition of:
 Navigation lights.
 Signaling lamps.
 Every other similar Electronic Aid.

 Compare Magnetic compass readings with Gyro compass.

 Keep listening watch on distress frequencies as per ALRS / GMDSS.
 Be aware of non-routine jobs (eg Hot Work, Enclosed Space Entries) being carried out on the ship.
 Monitor engine personnel entry during UMS mode.
 Where dead man alarm sounded, inform the C.E. and Master of the incident.
 Confirm completion of fire and safety round
o During hours of darkness
o When most of the crew would normally be off duty

 A lookout should not leave the bridge during the watch to complete fire/safety rounds. Rounds of
the vessel should be conducted by the relieving SHM prior to coming on watch.

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 Post on wheelhouse a ship-specific list of spaces that are required to be covered during safety
rounds. List to be approved by Master and known to lookout & OOW.

 Notify master when in any doubt as to the safety of the ship.

 Follow:
Ÿ Doc 5.5: For Coastal navigation & Navigation with Pilot on board
Ÿ Doc 5.6: For Navigation in Adverse Conditions (Restricted Visibility, Heavy Weather, etc.)
Ÿ Doc 5.4 Appendix 2: For Distress, Urgency & Safety Communication

4.2 Ship’s Position Fixing

 Also see Doc 5.2 Section 3.3.4 Establishing Position Fixing Frequency & Methods

4.2.1 Position Fixing During Voyage

 Bridge OOW
 Fix position of ship as per frequency and methods indicated in Voyage plan, Charts / ENCs.
 Cross-check positions by an alternate position fixing method, where available.
 Make full use of all navigational equipment at disposal.
 Make use of parallel indexing tool to monitor vessel’s progress.
 Use echo sounder to establish / verify position of vessel when:
o Making a landfall.
o In restricted or shoal waters &
o at any other time, as required.
 Record time & position in Bridge logbook:
o At least every hour.
o At every Alteration of course.
o When engaging hand Steering during transit from Pilotage to berth.
o When passing significant Landmarks and Navigational events.
o Any other time as required by Voyage Plan or Master Standing Orders / Bridge Order book.

4.2.2 Precautions During Position Fixing

 Bridge OOW

Related to Precautions
 Pay caution when considering floating marks for position fixing such as Buoys,
Oil drills, Light floats etc.
 Floating marks may be out of the position marked on the chart due to:
- Heavy weather
Use of Floating
- Current, or
Marks
- Other causes.
 Use Buoys:
- Only for checking, when fixed objects are not available &
- Not for fixing vessel’s position
 When using Radar, take extreme care to ensure targets observed are NOT:
Use of Radar - Due to false / double echoes &
- High objects inland mistaken as coastline, especially during high water.
 Consider possibility of any equipment errors.
Equipment Errors
 Cross check with alternate means.

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 Consider possibility of any operator or observation errors.

Operator Errors  Cross check with alternate means.
 Identify lights by verification of characteristics from charts or list of lights.
Use of ENCs,
 Ensure ENCs, charts and publications are corrected to the latest Notice to
Charts &
Mariners.
Publications

4.2.3 Position Monitoring (verification) on ECDIS

 Bridge OOW

!! Be aware that the primary position fixing method on the ECDIS is the GNSS / GPS.

 Verify position in ECDIS:

o By alternate position verification methods &
o At position verification frequency established in the passage plan & on the Charts.
 In case of discrepancy or identified input failure, follow actions as per Doc 5.9 ECDIS.

4.2.4 Symbols For Indicating Position Fixes (Paper charts)

 Use following symbols to mark position fixing to indicate the fixing method in use:

4.3 Taking Over The Navigational Watch

!! If there is any reason to believe that the relieving officer is not capable /fit of carrying out his duties
effectively, the officer being relieved shall:
Ÿ Do not hand over the watch to him.
Ÿ Notify the master accordingly.

 Relieving officer of Watch

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 The relieving officer shall report on the Bridge at least 10 minutes prior taking over the navigational
watch so that he can familiarize himself with the Bridge equipment, carry out a situational awareness,
acquaint himself with all the information that he needs to perform his duties as officer of the watch.
 Before taking over watch:
o Ensure that members of watch:
 Are fully capable of performing their duties
 Have their vision adjusted to the night, when required.

 Be Satisfied regarding:
o Master’s standing orders and other special instructions.
o Position, course, speed and draught of the ship. (course of the vessel for the duration of the
forthcoming watch and 02 hours beyond to be checked)
o Weather, tides, current & visibility conditions and their effect on Vessel course and speed.
o Navigational situation, including but not limited to the following:
 Operational condition of all navigational & safety eqpt. used or will be used during watch.
 Errors of gyro and magnetic compasses.
 Presence and movement of ships in the vicinity,
 Conditions and hazards likely during the watch,
 Under keel clearance and its effect from heel, trim, water density and squat,
 ECDIS safety settings
 Status of bridge equipment alarm management.
 Cautionary notes on the navigational charts/ENC are to be read, thoroughly understood and
taken into consideration.
o Status of fire / smoke detection system
o Security measures in force
o Any deck, engine room operation of high importance such as hot work outside designated area,
enclosed space entries, ballast water exchange, etc..

!! Defer taking over the watch until completion of any maneuver or action that is in progress.

 Instruct watch-keeping personnel, as required to ensure safe watch.

 Follow and complete ID-NAV-15 – Changing over the watch

 Follow and complete ID-NAV-21 – Radar staus card

4.4 Calling The Master On The Bridge

 Refer to Company’s and Master’s Standing Orders (See Section 3)

 Bridge OOW
 Call Master to the Bridge as detailed in Master Standing Orders and Bridge Orders, & when:
o Experiencing or expecting reduced visibility.
o Concerned, due to increased traffic or movement of other ships.
o Unable to maintain minimum CPA / TCPA.
o Experiencing difficulty in maintaining ship's course.
o In doubt about the vessel’s position.
o Unable to see expected land.
o Having trouble in receiving soundings.
o Any unidentified land or abnormal soundings is observed.
o There is a malfunction of any:
 Navigation / Radio equipment, including GMDSS
 Main Engine / Steering Gear.
 Other equipment that can impact navigation.

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o Anticipating possible damage due to bad weather.

o Suspecting a hazardous situation developing.
o Making changes to ECDIS configuration. (i.e. transition to Pilotage, Coastal, Open waters, etc.)
o There is a Failure of any of the Bridge ECDIS units.
o The Barometric pressure drops by 3 mb or more for an area in an hour
o On receipt of weather warning or observing signs indicating TRS / Gale in the vicinity
o OOW is unwell or fatigued or unable to stay alert
o There is a requirement to change settings for:
 Safety Depth
 Safety Contour, or
 Anti-Grounding Cone.
o Presence of Naval vessels in the vicinity
o Any oil or oil sheen is noticed in the water or on vessel’s deck
o When a distress alert has been received or a distress signal has been sighted
o There is any doubt regarding safety of the ship, or ability to comply with regulatory requirements.

!! Do not hesitate to take all necessary actions for safety of the ship, when required by the conditions.

4.5 Avoidance Of Distractions During Bridge Watch

 Master / OOW
 Make every effort to minimize distractions during Bridge watch.
 Ensure, following prohibited on Bridge, when vessel underway or at anchor:
o Use of mobile phones, unless used for:
 Vessel’s navigational needs.
 Calling Port.
 Emergency matters.
o Use of computers or portable computers for personal use.
o Listening to music or using personal entertaining equipment.
o Access to Bridge for non-essential crew or visitors / contractors.

 VDR / SVDR recordings can get adversely affected from above distractions on bridge.
o Used these recordings to verify compliance to above procedure.

 OOW has full authority to stop any work which intervene in safe bridge watchkeeping.

4.6 Navigational Equipment Alarm Management

 Alarms and Indicators are added to alert the Navigator on a condition that:
Ÿ Has exceeded a design/ set limit, &
Ÿ Needs further investigation.

 OOW
 Do not make any changes in the alarm settings without the knowledge of the Master.
 In case of any change in the alarm settings:
o Log down the same in the Deck Logbook
o Advise the next officer on watch during watch handover.
o Restore back the alarm setting to normal as soon as possible.
o Make an entry again in the deck logbook for same.

 Second officer
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 Check all the alarm settings prior departure port and at noon while at sea.

4.7 Duties Of Able Seaman / Helmsman

 Able seaman or Helmsman

Related to Duties
 Keep the course ordered by Master or OOW with magnetic and gyro compasses
 When receiving a changing course order, verbally repeat:
- To acknowledge course given, &
- When the ship takes that course.
 During manual steering report immediately of any unusual or late response of
steering gear
Steering  For change over to Emergency steering:
- Be familiar with the procedure
- Change over whenever ordered.
 Be familiar with the procedure for change of steering mode between:
- HAND
- AUTO or
- EMERGENCY

Lookout  Be aware of the correct way to report targets as identified.

 Be familiar with use of all equipment located on Bridge.

 Be aware of:
Use of Equipment
- Use and operation of ship’s whistle &
- System of General Announcements.

 Inform the relieving Able Seaman about:

Handing over - Course kept.
Watch - Steering status (manual or automatic).
- Any general duties assigned to him &
- Area for which he is responsible as a Lookout.

 Report to the OOW any illness or fatigue.

Fitness for Duty
 Comply with the Company’s Drug & Alcohol policy / procedures.

 In case of emergency (FIRE – LEAKAGE – OIL POLLUTION etc.) onboard, be:

Action in an
- Familiar with own duties &
emergency
- Aware of the location to proceed to.

!! Ensure person on Lookout duty is engaged ONLY with that duty & not given other work that may
distract him from the lookout duty.

5 WATCHKEEPING AT ANCHORAGE

 For detailed anchoring procedures, see FOM 12

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 Complete Anchoring Watch Checklist.

 OOW

Swing Circle

!! The position of the anchor could be at an appreciable distance from the indicated plot at the Bridge.

 When anchoring,
o Plot a fix on the anchor drop position, &
o Draw a swinging circle based on the lengths of the cable and the vessel.

Watch Arrangements & Lookout

 Establish a continuous navigational watch at anchorage.

 Ensure:
o An able lookout is posted at all times.
o The availability of standby crew.
o Strength of the watch at all times is:
 Adequate for the prevailing conditions.
 Considering ship's safety and security requirements.

Vessel’s Position Fixing

 See Doc 5.2 Section 3.3.4 Establishing Position Fixing Frequency & Methods

Monitoring Positions of Other Anchored Vessels

 Mark positions of all anchored vessel’s around the ship on the paper chart as applicable.
 AIS input or plotted radar targets can be displayed on ECDIS.
 Check the same periodically.

Traffic

 Monitor movement of traffic in the vicinity.

 If there is a risk of collision, or a vessel anchors too close, or in case of any doubt as to any vessel's
intentions:
o Contact the other vessel promptly by means of Whistle, Signal lamp or VHF.
o Inform Master.

Lights & Signals

 Ensure:
o Ship is equipped with all necessary lights and signals.
o Ship’s horn is used as and when required.

Communication

 Ensure:
o Ship to ship and ship to shore, communications are established as required.
o Communication equipment are in order.
o VHF is monitored as required.

Master’s Instructions

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 Follow:
o Master’s Standing Orders.
o Bridge Order Book instructions &
o Operational guidance for Deck Officers.
 Verify any specific requirements with regard to state of readiness of:
o Engine and Auxiliary Machinery.
o Steering gear.
o Bridge Equipment.
o Deck Machinery.

 Unless the anchorage is considered very safe and the vessel is going to be anchored for a long period of
time, vessel must keep her engines at immediate notice or short notice.

!! Consider heaving anchor in case of adverse weather conditions. Refer to Chapter 6 Anchoring planning
procedures.

 The chain can get fouled with a possibility of a knot forming in the chain if expected to remain at
anchor for a long period. To avoid this, consideration should be given to alternating the anchors by
heaving up anchor and re-anchoring after every 15 days

 Discuss with operations in case long period of anchorage is anticipated

Weather & Sea Conditions

 Observe:
o Meteorological and tidal conditions.
o Periods of max. current &
o Sea state.

Anchor bearings

 Check anchor bearings frequently to detect any dragging.

If Vessel Dragging Anchor

 If vessel is found dragging anchor:

o Inform Master immediately.
o Take all the necessary actions.

If Visibility Decreases

 If visibility decreases:
o Inform master immediately.
o Take measures as per COLREGS.

Environmental Protection

 Take all necessary measures for:

o Protection of environment from oil pollution.
o Compliance with all relevant regulations.

Inspection rounds (Fire, Safety & Security)

 Ensure inspection rounds of the ship are made periodically with respect to Fire, Safety & Security.

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Anti-piracy Precautions

 Maintain anti-piracy precautions as per master’s standing orders, where applicable.

Records in Anchor Log Book

 Maintain following records in the Anchor Log Book:

o Bearings and distances being checked from land,
o GPS position,
o Under keel clearance,
o Ships heading and bearing and distance of closest vessel anchored around own vessel.

 Record these checks at intervals decided by the Master, but not > 1 hour.

6 NAVIGATION OFFICER DUTIES

 Navigation officer is a deck officer, in particular a Certified Second Officer appointed by the Master.

 Navigation officer

Related to Duties
Charts &  Ensure Supply of all required charts, ENCs and nautical publications are on time.
Publications  Correct charts and nautical Publications to latest Notices to Mariners.
 Ensure proper operation, testing and maintenance of all Navigation equipment.
- Maintain a separate Logbook for following Electronic equipment:
- Radars
- Echo sounder
- Course Recorder
- GPS
- Speed Log
Navigation - ECDIS
equipment  Record all information of Navigation equipment, including:
- Operation
- Malfunctions
- Repairs
- Dates of inspection, etc.
 Under the authority & approval by the Master, take all the necessary steps for:
- Repair of any of the navigation equipment, &
- Supply of necessary spares
 Propose courses, distances & times for the present & next voyage for approval by
Voyage Plan &
the Master.
Analysis
 Prepare the voyage analysis if requested for office use.

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7 SHIP REPORTING SYSTEM

7.1 AMVER (Automated Mutual Assistance Vessel Rescue System)

 Master / OOW
 Vessel must participate in AMVER, when not using “INSPIRES”.

 Refer to “Ship Reporting Systems” in ALRS, Volume 1, Part 1, for reporting requirements.

7.2 INSPIRES (Indian Ship Position And Information Reporting System)

 Master / OOW
 The reporting system is mandatory for all Indian merchant vessels more than 300 GT
 The reporting area is defined by the following:
o The India-Pakistan border at the coast
o 12° N, 63° E
o African coast at 12° N
o African coast at 10° 30’ S
o 10° 30’ S, 55° E
o 30° S, 95° E and northwards to the coast.

8 RECORDS & DISPLAYS ON BRIDGE

 Master
 Keep Voyage Preplanning and Voyage Directives file on bridge, and:
o Complete same prior start of voyage.
o Enter all required data and instructions, &
o Ensure it contains data of last 3 months or 8 voyages.
 Place following on Bridge, clearly visible from where It is used:
o Vessel’s manoeuvring characteristics and wheel house poster in format recommended by IMO.
o VHF 16 and 70 usage instruction cards.
o Steering control procedure, including change over between Auto, Manual & Emergency.
o Master’s Standing Orders.
o Bridge Personnel duties during SOPEP / SMPEP / VRP / VGP execution.
o Deck Officers / Communication Officers duties.
o Response to Man Overboard incident including:
 Plans and procedures for recovering persons from water.
 Williamson turning diagrams.

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WATCHKEEPING

9 FAMILIARIZATION OF NEW COMING BRIDGE WATCH OFFICERS

9.1 General
 Master
 At the earliest opportunity, ensure that every newly joined deck officer:
o Is provided familiarization as per these procedures
o Is ready and able to carry out bridge duties.

 This does not restrict Master to familiarize and train in any way he deems as appropriate.

9.2 Considerations Before Conducting Familiarization

 Master
 When conducting familiarization, consider:
o Experience of the newcomer in bridge duties.
o Past service on:
 The specific vessel.
 Vessels equipped with navigational equipment that are similar type.

10 TRAINING OF DECK JUNIOR OFFICERS

 Deck Junior Officers
 Actively participate in the Bridge Team & contribute in appraisal of the Passage Plan.
 Understudy the rank above under supervision and guidance of C/O.
 Master
 Ensure Chief officer is:
o Properly trained in an efficient and effective manner.
o Capable to acquire ship’s command in future.

11 PUBLICATIONS & AIDS

 Ensure, officers are aware on the use of the following publications and aids:
o IMO Bridge Procedures Guide
o SOPEP / SMPEP / VRP / VGP
o IMO Ships Routeing
o The Mariners Handbook NP 100
o Ocean Passages of The World
o Bridge Team Management (By Captain A.J. Swift)
o Passage Planning Guidelines

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o IALA Maritime Buoyage System

o COLREG (Collision Regulations)
o International Code of Signals
o Recommendation on Basic Principles and Operational Guidance Related To Navigational
Watchkeeping
o Maritime Labour Convention 2006

12 FORMS
 ID-NAV-03 – Familiarisation with Bridge Equipment
 ID-NAV-15 – Changing Over Watch at sea

13 APPENDICES

13.1 Appendix 1 – Company's Standing Orders

13.2 Appendix 2 – Distress, Urgency & Safety Communication

14 REFERENCES
 Voyage Planning Guidelines by D. R. Salmon
 Bridge Team Management by A.J. Swift
 Bridge Procedures Guide
 Recommendation on basic principles and operational guidance relating to navigational watchkeeping
 MCA Guidance Notes
 Merchant and Marine Notices
 Flag State and Port State (Relevant to Vessel’s Trading Area) Coastguard Agency Guidance Notes
pertaining to the safety of navigation.

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CHAPTER 5.4 – APPENDIX 1 – COMPANY’S STANDING ORDER

Table of Contents
1 GENERAL............................................................................................................................................................ 2
2 RESPONSIBILITY................................................................................................................................................. 2
3 GENERAL INSTRUCTIONS TO THE OFFICER OF WATCH........................................................................................ 2
3.1 MANNING OF BRIDGE............................................................................................................................................... 2
3.2 TAKING OVER THE WATCH......................................................................................................................................... 2
3.3 COURSE & SPEED..................................................................................................................................................... 3
3.4 CPA & TCPA......................................................................................................................................................... 3
3.5 RESTRICTED VISIBILITY............................................................................................................................................... 3
3.6 NAVIGATION WITH PILOT........................................................................................................................................... 4
3.7 NAVIGATING IN ICE................................................................................................................................................... 4
3.8 UNRESTRICTED ACCESS............................................................................................................................................. 4
3.9 NAVIGATION EQUIPMENT - GENERAL:.......................................................................................................................... 4
3.10 COMPASSES............................................................................................................................................................ 4
3.11 USE OF BRIDGE RADIOTELEPHONE:.............................................................................................................................. 4
3.12 FAMILIARITY:...........................................................................................................................................................5
3.13 NON-ESSENTIAL PERSONS:......................................................................................................................................... 5
3.14 MOBILE PHONES & PERSONAL ELECTRONIC DEVICES...................................................................................................... 5
3.15 SECURITY PROCEDURES............................................................................................................................................. 5
4 GUIDANCE ON INSTRUCTIONS RELATED TO ECDIS.............................................................................................. 5
5 GUIDANCE ON UMS PROCEDURES......................................................................................................................5
6 ADDITIONAL GUIDANCE..................................................................................................................................... 6
7 ACKNOWLEDGEMENT & UNDERSTANDING........................................................................................................ 6

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1 GENERAL
 Master should prepare his own personal Master Standing Orders:
o Based on and complying with the below guidelines, and
o That include additional issues / items, he may consider necessary, such as:
 Guidance on safety and security issues.
 Specific instructions for port operations, that might include shore leave restrictions.
 Guidance for cargo operations etc.
 Guidance to lookout/helmsman

 Master’s Standing Orders must:

o Be prominently posted on bridge, and
o Be read, understand and sign/date for acceptance by the entire Bridge team
o Supplement Company’s procedures with detailed requirements which are:
 Vessel-specific
 Master specific
 Considering experience of officers on board.

 They must:
o Not be confused with the procedures, and
o Operate without conflict with the Management System.

2 RESPONSIBILITY
 Nothing in these orders relieves Master, Officer or crewmember of their responsibilities under any law
and / or Governmental regulations.
 Safety of the life, the property and the Environment at sea must be the main consideration.

3 GENERAL INSTRUCTIONS TO THE OFFICER OF WATCH

3.1 Manning of Bridge

 The watch officer is not allowed to leave the navigating bridge for any reason whatsoever:
o When vessel is underway
o Unless properly relieved by:
 The Master or
 Another certified deck officers.

3.2 Taking Over the Watch

 Be sober, fully alert & become familiar with following by checking & confirming in person:
o Progress of vessel made during the previous watch.
o Present geographic position of the vessel.
o Present course and speed.
o Verification of the course recorder of time, course, and quadrant.
o Weather conditions and forecast.
o Prevailing visibility.
o Any navigational aids in sight or is expected shortly.
o Navigational dangers or potential dangers expected during the watch and for one hour thereafter.
o Alterations of course, both during his watch and for one hour thereafter.
o Location & movement of other vessels relative to own vessel’s course and speed.
o Any Radio emergencies and navigational warnings in force, affecting vessel.
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o Deck work in progress and locations, to ensure safety of personnel, from any decision taken on
bridge.
o Master's orders regarding navigation and Voyage plan instructions:
 Report to Master immediately, of any problem that occur.
 No deviation is permitted without Master’s approval.
o On vessels fitted with an Inert Gas System, record in deck logbook:
 Checks of the alarm panel and
 The pressure in the main line.

3.3 Course & Speed

 Follow the course and speed, approved by the Master.
 Do not hesitate to take the most effective action necessary to avoid casualty to the vessel & its
personnel.
 Notify Master as soon as possible of the circumstances and the action taken.
 Adjust course steered for set and leeway:
o As specified by the Master.
o To make good the course laid down.
 Make full use of the course recorder to check the:
o Course steered.
o Settings on the autopilot steering control.
 Record in deck logbook, all:
o Significant alterations of course set by Master and / or
o Course changes:
 Due to Restricted visibility to avoid other vessels, or
 When encountering emergency conditions.

3.4 CPA & TCPA

 Follow the “Closest Point of Approach” (CPA distance) and Time to CPA with other vessels set by the
Master, as mentioned below.

Navigating area CPA- Not less than TCPA – Not less than
Open seas 2 nm 15 minutes
Coastal waters 1 nm 15 minutes
Traffic schemes One third (1/3) of the maximum width of the traffic lane. 10 minutes
Reduced visibility 5 nm 15 minutes

3.5 Restricted Visibility

 Follow below actions when:
o Fog or other conditions of reduced visibility are expected, or
o Visibility drops below 5 nm.
 When such conditions are anticipated:
o Advise Master immediately
o Implement his orders regarding the procedures under these conditions.
o Strictly follow CPA distances mentioned above until the Master arrives on the Bridge and takes the
conn.

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o Switch on both radars

o Post extra look-outs as appropriate to traffic conditions
o Keep engines ready for immediate use / maneuvering and proceed at a safe speed
o Comply with COLREGS, Rule 19 specific to restricted visibility.
 When the Master takes over the control of the vessel, he must clearly point out this fact to the watch
officer & Record it in the Deck logbook.

3.6 Navigation with Pilot

 Understand that Pilot on the bridge:
o Has an advisory role, and
o In no way releives the watch officer of his responsibilities.
 Follow precautions as per Doc 5.5.

3.7 Navigating in Ice

 When navigating in ice / extreme low temperatures(sub freezing):
o Use checklist ID-NAV-13.
o Follow precautions as per Doc 5.6.

3.8 Unrestricted Access

 OOW has unrestricted access to:
o Navigation Systems
o Communication Systems
o Use of Engines.

3.9 Navigation Equipment - General:

 Ensure:
o SVDR / VDR is working properly & data recovery procedure is understood (in case of an incident).
o BNWAS is activated, whenever the ship is underway and at anchor.
o Radar alarm settings are set as per CPA / TCPA limits indicated above.

3.10 Compasses
 Throughout the bridge watch, maintain a close check at frequent intervals, between:
o Standard compass.
o Steering compass (if fitted) and
o Gyro steering repeaters.
 Ascertain the errors of both gyro and standard compasses:
o During each watch.
o After significant change of heading.
 If more than one course is steered, then identify at least the error of the standard compass.
 Use the off-course alarm (if fitted), when the vessel is under way.

3.11 Use of Bridge Radiotelephone:

 Limit the use of Bridge Radiotelephone & only use for the purpose of:
o Safe navigation of the vessel.
o Communicate with Port facilities.

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o Emergencies and

3.12 Familiarity:
 Be familiar with their duties and responsibilities according to:
o International Regulations
o Company Navigation Procedures, and
o Bridge Procedures Guide.

3.13 Non-essential Persons:

 Ensure any person not involved with navigation of the vessel is not allowed to stay on the bridge without
prior permission of the Master.

3.14 Mobile Phones & Personal Electronic Devices

 Use of Mobile phone is strictly prohibited except in emergency matters.
 Following is prohibited on Bridge, when vessel underway or at anchor:
o Use of computers or portable computers for personal use.
o Listening to music or using personal entertaining equipment.

3.15 Security Procedures

 Strictly follow security procedures as per vessel’s SSP
 At all times comply with company procedures regarding Cyber security.

4 GUIDANCE ON INSTRUCTIONS RELATED TO ECDIS

 Master

 Include reference to ECDIS on board, in Master’s Standing Orders including:

o Installed ECDIS specific instructions for watch officers.
o Authority level to control safety parameters and alarm settings.
o Position fixing and cross-checking to avoid over-reliance.
o Circumstances for calling the Master.
 Give ECDIS related, specific instructions to OOW as needed for special circumstances.
 Include instructions to ensure Duty officers will inform Master immediately, if there is an ECDIS failure
alarm due to:
o Power failure.
o Loss of input of sensor equipment (depth, gyro, speed).
 At regular intervals, record in bridge order book what is expected of the OOW with regards to ECDIS.
E.g., changes in following which require a review of ECDIS settings:
o Weather & Visibility,
o Navigation warnings, or
o Vessel’s stability.

5 GUIDANCE ON UMS PROCEDURES

 Master

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 Issue clear guidance on precautions Bridge OOW has to take prior accepting UMS status.
 During Engineer’s round of unmanned machinery spaces, specific communication routine is maintained:
o Duty Engineer:
 Notifies the Bridge OOW prior entering the unmanned machinery spaces.
 Maintain contact whilst in the spaces, and
 Reports again when finally leaving the spaces.
 Comply with Chief Engineer’s relevant standing orders established for such routines
o Bridge OOW
 Actions to take if the Duty Engineer does not report within the agreed time frame
 Immediately inform Master, C/E and 2nd Engineer.

6 ADDITIONAL GUIDANCE
 Consider and including following in Master standing orders:
o Ship's inherent specifications / characteristics.
o Instructions in case of any Navigation and Radio equipment failure.
o Guidelines for Safe cargo operations.

7 ACKNOWLEDGEMENT & UNDERSTANDING

 Each time a member of the bridge team joins or re-joins company vessel, he shall sign these standing
orders:
o Verifying that he is familiar with their contents, and
o He agrees to follow up the stated procedures.
 In case of any doubt he must seek immediate assistance and advice from the Master.

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CHAPTER 5.4 – APPENDIX 2 – DISTRESS, URGENCY & SAFETY
COMMUNICATION

Table of Contents
1 CASES OF DISTRESS............................................................................................................................................ 2
1.1 GENERAL................................................................................................................................................................ 2
1.2 OWN SHIP IN DISTRESS.............................................................................................................................................. 2
1.3 OTHER SHIP IN DISTRESS............................................................................................................................................ 2
2 CASES OF URGENCY............................................................................................................................................3
2.1 OWN SHIP IN URGENCY............................................................................................................................................ 3
2.2 OTHER SHIPS IN URGENCY......................................................................................................................................... 4
3 CASES OF SAFETY............................................................................................................................................... 4
3.1 TRANSMISSION OF SAFETY MESSAGE........................................................................................................................... 4
3.2 RECEIPT OF SAFETY SIGNAL........................................................................................................................................ 4

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COMMUNICATION

1 CASES OF DISTRESS

1.1 General

!! Distress alert / call shall have absolute priority over all other transmissions.

 Stop any transmissions capable of interfering with distress traffic, on receipt of such alert / call.

1.2 Own Ship in distress

 Bridge OOW / Designated Communications Officer

 In cases of distress affecting own ship:

o Use distress procedure as per radio regulations.
o Verify vessels position is updated.
o Transmit on SAT-C/ALRS relevant frequency / GMDSS instructions.
o Send distress call and message only with authorisation of the master.
o Use other suitable international distress frequencies (or other frequencies), if necessary, as per
radio regulations.
o Repeat at intervals, especially during silence periods:
 Distress message preceded by the alarm signal whenever possible.
 Distress call, until an answer is received.
o When no answer is received to a distress message sent on a distress frequency, repeat message on
any available frequency on which might attract attention.
o Use any means in order to attract attention.
o Inform Master immediately, of all distress communications received.
o Set the radio apparatus for continuous transmission when ship has to abandoned before being
located by other ship.

1.3 Other ship in distress

 Bridge OOW

General:

 On receipt of Distress alert, Inform Master.

If the ship is in the vicinity of the distress beyond any doubt:

 Acknowledge receipt immediately.

 In areas where reliable communications with coast stations are practicable, defer acknowledgement,
for a short interval so that a coast station may acknowledge receipt.

If beyond any doubt that ship is NOT in the vicinity of the distress:

 Allow a short interval of time to elapse before acknowledging.

 Permit nearer stations to acknowledge without interference.
Cases when Not to Acknowledge:

 Do not acknowledge receipt on the following two cases:

o When his ship is a long distance away from the distress and not in a position to render assistance,
except when a distress message is heard which has not been acknowledged, and when:
 It has been learned that a ship in distress is not herself in a position to transmit a distress
message, or

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COMMUNICATION

 The master considers that further help is necessary, or

 An emergency position – epirb (via satcom) signal has been received while no distress or urgency
traffic is being passed, transmit a distress message using the appropriate transmitter on full
power, whenever possible preceded by the alarm signal, using the ddd procedures on 500 khz
on "mayday: procedures on 2182 khz or 156.8 mhz, as appropriate, or on any other frequency
which may be used in case of distress and take all other steps, as if it were own ship in distress,
to notify authorities who may be able to render assistance,
o In case a distress message is being transmitted by a coast station until the Master has confirmed
that the ship is in a position to render assistance.

If decided to proceed to assist the Ship in Distress

 On the order of the Master, transmit as soon as possible:

o Own ship’s Name, Position, Speed and ETA at the distress position, &
o If the position of the ship in distress appears doubtful, the true bearing of the ship in distress
preceded by the abbreviation QTE and classification of the bearing.
 Record and pass to the Master other:
o Acknowledgments,
o Positions and times of arrival, &
o Relevant distress traffic.
 Work with the control station that has taken over the control of distress traffic or with a ship in order to
assist the ship in distress.
 Remain on continuous watch, if:
o Adequate assistance is being provided or
o Coast station that is contacted, acknowledges that assistance is not required by own ship.

2 CASES OF URGENCY

2.1 Own Ship In Urgency

 Bridge OOW / Designated Communications Officer

 In cases of urgency affecting own ship:

o Using the MF / HF – SATCOM A-B-C-M urgency procedures, send, only on the authority of the
Master, the urgency signal and message on 500 kHz or any other frequency which may be used in
case of distress.
o In the case of a long message, or medical call, or when repeating the message in areas of heavy
traffic, transmit the message on a working frequency.
o In such cases, the call should include details of the frequency on which the urgency message will be
transmitted,
o If the urgency message concerns the loss of a person or persons overboard, be permitted to precede
the call by the alarm signal, only when the assistance from other ships is required and cannot be
satisfactorily obtained by the use of the urgency signal,
o If the message is addressed to a particular station, establish contact with that station before
transferring to a working frequency
o If the message is addressed to all stations, allow a reasonable period before repeating the call and
transmitting the message,
o When an urgency addressed to all stations is ended and action is no longer necessary, send a
message of cancellation on the relevant frequency addressed to all stations.

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 The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.4 – APPENDIX 2 – DISTRESS, URGENCY & SAFETY
COMMUNICATION

2.2 Other Ships In Urgency

 Bridge OOW

 In cases of Urgency affecting other ships:

o Do not interfere with the urgency signal or the transmission of message that follows it, as the
urgency signal has priority over all other communications, except distress.
o Inform Master.
o Continue to listen for at least three minutes.
o At the end of that period, if no urgency message has been heard:
 Notify a coast station, if possible, of the receipt of the urgency signal, and
 Then resume normal working.
o Continue working on frequencies other than that in use for the transmission of the urgency signal
is addressed to a particular station.
o Give all assistance, if required, in the clearance of the urgency message to the addressee, for
example by re-transmission.

3 CASES OF SAFETY

3.1 Transmission Of Safety Message

 Bridge Oow / Designated Communications Officer

 When a safety message is to be transmitted:

o Send the safety signal towards the end of the first available silence period and call on:
 One or more of the international distress frequencies (500 kHz, 2182 kHz and 156,8 MHz) or
 Any other frequency which may be used in cases of distress through SATCOM A-B-C-M.
o Send the safety message which follows the call on a working frequency and immediately after the
end of the silence period, making a suitable announcement to this effect at the end of the call.

 Outside regions of heavy traffic short safety messages may be sent exceptionally on the frequency
prescribed in GMDSS.
o Transmit safety calls and messages, which contain important meteorological and navigational
warnings, as soon as possible and repeat them at the end of the first silence period that follows.

3.2 Receipt Of Safety Signal

 Bridge OOW

 On hearing the safety signal:

o Do not interfere with the signal message,
o Give every assistance in disseminating, as necessary, such messages when addressed to all ships
and re-transmit to the addressee messages of a more limited nature, is as requested.

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

Table of Contents
1 PREPARATION FOR SAILING............................................................................................................................... 2
1.1 PRIOR DEPARTURE FROM PORT.................................................................................................................................. 2
1.2 PREPARATION FOR THE OPEN SEAS VOYAGE................................................................................................................. 3
2 PREPARATION FOR ARRIVAL IN PORT.................................................................................................................4
2.1 APPROACHING / ENTERING PORT................................................................................................................................ 4
2.2 EQUIPMENT READINESS CHECK................................................................................................................................... 4
2.3 BERTHING – MOORING............................................................................................................................................. 5
2.4 PERSONNEL.............................................................................................................................................................5
3 STEERING GEAR TESTS AND THE USE OF THE AUTOMATIC PILOT........................................................................ 6
3.1 OPERATION.............................................................................................................................................................6
3.2 CHANGING MODE OF OPERATION OF STEERING............................................................................................................. 7
3.3 TESTING................................................................................................................................................................. 8
4 COASTAL NAVIGATION..................................................................................................................................... 10
4.1 GENERAL.............................................................................................................................................................. 10
4.2 TRAFFIC SEPARATION ZONES.................................................................................................................................... 10
4.3 OFFSHORE INSTALLATIONS....................................................................................................................................... 10
4.4 LOCAL NAVIGATION REGULATIONS............................................................................................................................ 11
4.5 SHIP'S HANDLING................................................................................................................................................... 11
4.6 DISTANCE OFF GUIDELINES....................................................................................................................................... 11
4.7 USE OF ECHO SOUNDER........................................................................................................................................... 12
4.8 WAVE-WASH EFFECT.............................................................................................................................................. 12
4.9 SPECIAL AREAS AND PSSA CONSIDERATION................................................................................................................ 12
4.10 NAVIGATION IN SPECIFIC AREAS................................................................................................................................ 13
5 PILOT EMBARKATION / DISEMBARKATION AND NAVIGATION WITH PILOT...................................................... 14
5.1 RESPONSIBILITY OF NAVIGATION WITH PILOT ON BOARD............................................................................................... 14
5.2 APPROACHING PILOT STATION.................................................................................................................................. 14
5.3 PILOT EMBARKATION / DISEMBARKATION ARRANGEMENTS............................................................................................14
5.4 PILOT BOARDING & MASTER / PILOT INFORMATION EXCHANGE...................................................................................... 15
5.5 NAVIGATION WITH PILOT ON BOARD......................................................................................................................... 16
5.6 DISEMBARKATION OF PILOT..................................................................................................................................... 18
6 NAVIGATING IN NARROW STRAIGHTS – MUTUAL EFFECT BETWEEN SHIPS....................................................... 19
6.1 GENERAL INFORMATION.......................................................................................................................................... 19
6.2 PRECAUTIONS RELATED TO NAVIGATION..................................................................................................................... 19
6.3 MUTUAL MAJOR EFFECTS........................................................................................................................................ 19
7 FORMS............................................................................................................................................................. 20
8 APPENDICES..................................................................................................................................................... 21
8.1 APPENDIX 1 – SPECIAL AREAS AND PSSAS.................................................................................................................. 21
8.2 APPENDIX 2 – SAFETY OF NAVIGATION IN SINGAPORE STRAIT.......................................................................................... 21

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 The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

1 PREPARATION FOR SAILING

 Complete checklist ID-NAV-06 – Preparation for Sea

1.1 Prior Departure From Port

1.1.1 Voyage Plan And Passage Information

 OOW
 Verify:
o Voyage plan is ready and approved by Master
o Courses & other nav information for the voyage are laid out on charts / ENCs
o Latest notices to mariners (NTM) onboard, and
o Charts / ENCs and publications corrected to the same.
 Calculate tide as required.
 Receive local area weather forecasts.
 Verify that a note is posted close to VHF with channels required for calling:
o Tugs
o Pilot
o Port authorities.
 Confirm updated draft and freeboard information is available.

1.1.2 Equipment Readiness Checks

 OOW
 Coordinate with Engine Room for the tests as required.
 Conduct checks of all navigational eqpt. well in advance to allow sufficient time for repairs, if required.

 Check and synchronize all ship's clocks and check course recorder time.
 Test lights and signals including:
o Signalling light (ALDIS)
o Deck lights
o Side lights for the Pilot, and
o All day, night and sound signals as required by COLREGS.
 Test communication systems including:
o Intercom
o Telephones
o Speakers
o Portable speakers, and
o Portable VHF equipment.
 Steering gear:
o Changed to manual mode, and
o Pumps set to standby mode.
 Check Gyro compass error and adjust repeaters if required.
 Set speed log indicator to zero.
 Ensure following are in place and ready for use:
o Bearing circles
o Binoculars
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CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

o Flags of the International Code of signals.

 Test steering gear from hard port to hard starboard at least twice.
 For telemeter types:
Ÿ Hold in position hard port and hard starboard for 30 minutes &
Ÿ Verify there are no leaks or vibrations.

 Ensure Pilot ladder is rigged as required.

1.1.3 Personnel

 Master
 Verify:
o Vessel is prepared to receive Pilot on Board.
o All members of crew and passengers (if any) are onboard.
o Muster lists are:
 Duly completed and corrected if required &
 Posted according to SOLAS requirements.
o Vessel is searched for stowaways.

1.2 Preparation For The Open Seas Voyage

 Chief Officer:
 Verify Below:
o Closing and securing all:
 Cargo tank openings.
 Watertight doors of deck and accommodation
o Lowering and securing the derricks / cranes.
o Securing and storing of following for sea:
 All spare parts (reducers) inside stores.
 Any ropes-wires on deck.
 Any other loose gear on deck or accommodation.
o Repositioning and securing the side handrails as applicable.
o Damage stability calculations have been carried out and worst damage conditions identified
 Chief Engineer / 2nd Engineer
 Verify all loose gear & Eqpt. is suitably secured for sea, in the Engine Room.

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 The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

2 PREPARATION FOR ARRIVAL IN PORT

2.1 Approaching / Entering Port

 Complete checklist ID-NAV-07 - Preparation Arrival Port

 Master & OOW

 Determine ETA according to the last position fix.
 Check charts/ ENC for port approaches & courses to follow.
 Check weather forecast for the specific area.
 Calculate tides and make it available on Bridge.
 Consult SAILING DIRECTIONS and the LISTS OF LIGHTS for:
o Available aids to navigation &
o Port conditions.
 Display card with VHF channels close to VHF, for contacting:
o Pilot.
o Tugs.
o Coast Guard & Port Etc.
 Inform C/E, Engine Room and all department heads at least 1 hour prior to arrival at the Pilot Station.
 Request steam / power as required fore and aft.
 Ensure echo sounder is switched ON & mark date and time on recorder printer, when:
o Switching ON &
o Passing significant land or seamarks.
 Ensure external accommodation decks are clean

2.2 Equipment Readiness Check

 OOW
 Check and synchronize ship's clocks.
 Check course recorder time.
 Test lights and signals including:
o Signalling light (ALDIS).
o Deck lights.
o Side lights for the Pilot &
o All day, night and sound signals as required by COLREGS.
 Test communication systems including:
o Intercom.
o Telephones.
o Speakers,
o Portable speakers &
o Portable VHF equipment.
 Switch ON steering gear pumps.
 Ensure Pilot ladder rigged as required.

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CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

2.3 Berthing – Mooring

 Chief Officer/ Officer in Charge
 Test windlasses and mooring winches.
 Prepare the anchors for dropping.
 Have all the necessary mooring lines and wires are available fore and aft.
 Keep line throwing appliances and balloon–fenders ready for use.

2.4 Personnel
 OOW
 Call required personnel in time, to:
o Bridge for manoeuvring, and
o Deck for mooring operation.
 Master
 Assign an officer to receive and escort pilot to Bridge.

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 The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

3 STEERING GEAR TESTS AND THE USE OF THE AUTOMATIC PILOT

3.1 Operation

3.1.1 Reliability

 Ensure steering system is operational at all times.

3.1.2 Use of Automatic Steering

 OOW
 Use automatic pilot only when it is safe and practical.
 In general, during normal ocean passage:
o Engage automatic steering, and
o Use single steering gear power unit.

3.1.3 Routine Checks For Auto Pilot & Off-Course Alarm

 OOW
 Check correct operation of auto pilot:
o At the beginning of each watch &
o Frequently thereafter.
 Ensure “Off course” alarm is:
o Adjusted as appropriate to prevailing weather condition.
o Used at all times when automatic steering is in use.
 Do not use automatic pilot if automatic alarm is not in service.

3.1.4 Engaging Hand Steering

 OOW
 At any time when necessary to deal with a developing traffic situation:
o Engage hand steering,
o Maintain until all danger of collision is past.
 In general, engage hand steering when:
o Operating in:
 Reduced visibility.
 Areas of heavy traffic.
 River, canal and estuarial transits.
 Port, terminal or anchorage approaches and departures.
o Berthing, unberthing and anchor handling operations.
o There is restriction in ability to manoeuvre due to:
 Shoal water or
 Other navigational hazards.
o Deemed necessary by Master or OOW.
o Once every watch for verification.
o During heavy weather auto pilot is unable to maintain course.

 Record Time & Vessel’s Position when engaging Hand Steering in Deck Log Book or Bell Book.

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CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

3.1.5 Use Of Steering Motors

 OOW
 Engage additional steering motor during all above circumstances:
o When system design permits, and
o After advising duty engineer.
 When in coastal waters use more than one steering gear power unit.
 When such units are capable of simultaneous operation.
3.1.6 Maintenance Of Steering Hydraulic Oil System

 Chief Engineer
 Ensure:
o Hydraulic oil level is maintained at proper level for:
 Steering gear hydraulic pump tank.
 Any telemotor Bridge tank.
o Oil is replaced as required, based on oil analysis by an approved laboratory.

3.1.7 Malfunction, Defect, Failure

 Master / Chief Engineer

 Report to company immediately when following is running /expected to run in less than optimum
condition:
o Steering equipment, and
o Steering control and monitoring systems.

3.2 Changing Mode of Operation of Steering

3.2.1 Changeover Procedure & Familiarity With Same

 Master
 Ensure change over procedures between steering modes are:
o Displayed prominently on the bridge.
o Demonstrated to all OOWs.
 Chief Engineer
 Ensure:
o Change over procedure of hydraulic units & steering motors are:
 Displayed clearly in steering flat
 Familiar to all engineering officers.

3.2.2 Changeover From Auto To Hand Steering

 OOW
 Change to hand steering and start the 2nd steering motor:
o In good time
o Whilst vessel is still far from any potential hazard.

 Change from auto to hand steering and vice versa, should be carried out only by the OOW.

 Test the helm to port and starboard.

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CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

3.2.3 Changeover From Hand Steering To Auto

 OOW
 After changing from hand to automatic steering:
o Operate auto pilot to apply port and starboard helm, and
o Verify vessel's response before settling intended course.

3.2.4 Operation Of Steering Motors

 Use Hydraulic units and steering motors in rotation.

 Change steering motors, at least once per week on long passages.
 Record all changes to:
o Steering mode in Bridge logbook
o Number of steering motors in Bridge and E/R logbooks.

3.3 Testing
 OOW and OOEW

3.3.1 Prior Departure

 Test steering gear within twelve (12) hours prior to departure from a berth or anchorage.
 Verify, following are fully operational:
o Main steering gear
o Auxiliary steering gear
o Remote steering gear control systems
o Steering positions located on the navigation bridge
o Emergency power supply
o Rudder angle indicators in relation to the actual position of the rudder
o Remote steering gear control system power failure alarms
o Steering gear power unit failure alarms, and
o Automatic isolating arrangements and other automatic equipment.
 Ensure Tests include:
o Physical verification of full rudder movement to port and starboard
o Visual verification of hydraulic oil level in the system
o Visual inspection of steering gear
o Operation of the telephone between Bridge and steering flat.

 Move the rudders to verify, only after Master / OOW confirms it is safe to do so.

3.3.2 Prior Arrival

 Within 12 hours prior to arrival in a port or coastal water, test steering gear similar to above.
 Test steering gear at all manual steering positions on Bridge:
o After prolonged use of the autopilot, and
o Before entering coastal waters.

3.3.3 Checklist & Recordkeeping

 Use Departure (ID-NAV-06) / Arrival (ID-NAV-07) checklists.

 Record test in Bridge and Engine Room logbooks.

3.3.4 Testing Auto Start Capability Of Steering Motors

 Test auto-start capability of steering motors annually, and:

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NAVIGATION WITH PILOT

o Carry out test when vessel is in clear open waters.

o Record result in Bridge logbook.

3.3.5 When Two Gyro Compasses Available:

 Navigation Officer / OOW

 Steer on autopilot with second gyro, for at least one hour per month
 Record test in bridge logbook.

3.3.6 Actions on Identifying a Defect

 Officer in Charge
 On finding a defect Notify the Master & Chief Engineer immediately, and
 On completion of repairs, repeat the tests.
 Master
 If repair of a defect fails, advise technical dept. immediately.

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 The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

4 COASTAL NAVIGATION
 Complete checklist ID-NAV-08 - Navigation in Coastal Waters

4.1 General
 OOW

4.1.1 Use of Charts / ENC

 Use largest possible scale and in case of ECDIS also set to appropriate scale.
 Verify charts & publications are corrected to the latest NTM.

4.1.2 Position Fixing

 See Doc 5.2 Section 3.3.4 Establishing Position Fixing Frequency & Methods

 Fix vessel’s position as per the Position Fixing / Verification Interval & Methods stated:
o In the passage plan.
o On the Charts/ENC as applicable.
 Identify all conspicuous Navigating points on charts (e.g. lighthouses, hills, churches, chimneys etc.).

4.1.3 Awareness of Hazards

 Consider hazards from:

o Increased traffic density in coastal waters.
o Reduced manoeuvrability from obstacles, especially for large ships.

4.2 Traffic Separation Zones

4.2.1 General Information

 These are established when data indicates an increased danger of collision:

o In special areas.
o From ships moving in opposite directions. e.g. In English Channel.
 All IMO approved Traffic separation schemes are:
o Obligatory for all vessels to comply as per COLREGS Reg 10
o Included and described in the “Ship’s Routeing Manual” issued by IMO.

4.2.2 Precautions

 OOW
 Comply with COLREGS Reg 10 whenever passage involves an IMO approved TSS.

4.3 Offshore Installations

4.3.1 General Information

 International laws govern the offshore research & Oil drill installations from the seabed.
 A safety zone:
o Protects these installations.
o Extends 500 meters around the perimeter of the installation.

4.3.2 Precautions
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 OOW
 Check:
o Existence of such installations and their safety zones.
o Latest available information on their movements.
 Keep clear of the safety zones of these installations.
 If violated, it can lead to imposition of heavy fines and/or Criminal action in court.

4.4 Local Navigation Regulations

4.4.1 General Information

 Navigation regulations within enclosed areas, restricted waters or rivers:

o May differ from IMO's Collision Regulations.

 For e.g. in USA it will be in accordance to USCG’s Port Regulations.

o Are stated on Charts and in Sailing Directions.

4.4.2 Precautions

 Master
 Verify information on any local regulations is available and included in voyage plan.
 Ensure, ship is equipped with relevant signs & lights, as required.
 OOW
 Ensure compliance with any applicable local regulations.

4.5 Ship's handling

 Master and OOW
 Be fully aware of the maneuvering data of the ship:
o Taking into account vessel’s manoeuvrability including:
 Turning circle
 Stopping distances
 Load condition
 Trim, etc.
o To make timely & effective manoeuvres.
o To keep vessel out of any danger of shallow waters.

4.6 Distance off guidelines

 Maintain a distance of not less than 2 nautical miles from Navigational danger.

 Master
 Consider the following factors:
o Vessel’s manoeuvring characteristics.
o Draught relative to depth of water.
o Weather conditions (fog, rain, onshore wind etc).
o Tides, tidal streams or currents direction.
o Volume of traffic.

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 Use following guidelines to make final decision:

o Maintain adequate Under Keel Clearance.
o When draught is 6 – 10 meters, pass outside 20 meters contour.
o When draught > 10 meters:
 Ensure safe Under Keel Clearance, and
 Exercise caution within the 50 meters lines.

4.7 Use of echo sounder

 Switch on the echo sounder recorder prior to:
o Each approach to Shallow water & Port entry
o Departure port.
 Keep Echo sounder in operation while in shallow waters.
 Mark on recorder chart date & time of:
o Switching ON.
o Passing significant land or seamarks.

4.8 Wave-wash effect

4.8.1 General Information

 “Wave Wash” effect is caused by the lapping or breaking of waves, which causes:
o Erosion on Shores or Embankments, or
o Damages to anchored, moored or passing vessels.
 It is caused:
o By either physical reasons, or
o Due to the increased speed of a vessel in a narrow channel.

4.8.2 Precautions

 Masters and OOW

 Take extreme caution when steaming in narrow waters.
 Discuss the effect in detail with Pilot during Master / Pilot exchange.
 Evaluate and adjust the vessel's speed accordingly.
 Record above agreement with pilot:
o In the Pilot card or Bridge Logbook.
o As follows:

 Ensure critical areas of the piloting passage are thoroughly discussed and the safe speed to avoid Wave
Wash effect and consequent damages are agreed.

4.9 Special Areas and PSSA Consideration

 Refer to Doc 5.5 - Appendix 1, when navigating in the proximity or through:
o Special Areas (SA).
o Particularly Sensitive Sea Areas (PSSA).

4.10 Special Navigational Transits

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CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

The Master shall exercise caution and manned the bridge as per recommended bridge watch manning level
table when transiting the below areas.

1. Western European Waters; 6. South America;

 English Channel  Approach to Gulf Of Paria from

 Dover Strait Caribbean Sea
 German Bight  Entrance to Panama Canal
 Cape Wrath  Entrance to Balboa
 North Channel  Magellan Straits

2. Baltic Sea; 7. Indian Ocean and Adjacent Waters;

 Skaw  Straits of Bab el Mandeb

 The Sound  Gulf of Suez
 The Great Belt  Straits of Hormuz

3. Mediterranean Sea & Black Sea; 8. South East Asia;

 Gibraltar Strait  Malacca Straits

 Istanbul Straits  One Fathom Bank
 Canakkale Straits  Singapore Straits
 East Lamma Channel (Hong Kong
4. North America (West Coast); approaches)
 Tathong Channel
 Juan De Fuca Straits  Sunda Straits
 Haro Strait  Lombok Straits
 Georgia Strait  Taiwan Straits – between Lat 23° 37.0’
N and 22° 47.0’ N
5. North America (East Coast) & Canada;
9. Australia and New Zealand;
 Bay of Fundy
 Old Bahamas and Nicolas Channel  Bass Strait
 Florida Straits  Torres Strait
 “NW” and “NE” Providence channel  Great Barrier Reef
 Mona Passage  Cooks Strait

10. Miscellaneous;
 The Labrador sea; Hudson straits and
Hudson bay

 Other navigation passages where the Masters considers necessary

4.10.1 General

 Exercised utmost caution.

 Carry out the passage only after review of guidelines from following Nautical Publications:
o Sailing Directions.
o Local Navigation Notices.
o NAVTEX Information.
 Use largest scale chart / ENC as applicable
 Increase duty personnel on bridge as per Doc 5.4
 Use and follow, relevant checklist as per BPG.

4.10.2 Malacca and Singapore Straits

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 Comply with special rules as detailed in “5.5 - Appendix 2 – Safety of navigation in Singapore strait”
 Follow below definitions and provisions:
o Vessel’s with draught of 15 meters or more shall be deemed to be a deep draught vessel.
o Tankers of 150,000 dwt and above shall be deemed to be a very large crude carrier (VLCC).
o Recommendations for Deep draught vessels and VLCCs
 Allow for an under-keel clearance of at least 3.5 meters at all times.
 When navigating through the TSS:
o Take all necessary safety precautions,
o Have particular regard to navigational constraints.
 When navigating within TSS, it recommended to use pilotage service when available.
 Maintain maximum state of maneuvering readiness in precautionary areas where crossing traffic is likely
to be encountered.

5 PILOT EMBARKATION / DISEMBARKATION AND NAVIGATION WITH PILOT

5.1 Responsibility of Navigation with Pilot on Board

5.1.1 General

 The presence of pilot onboard a vessel does not relieve the Master or OOW of their safety duties &
responsibilities.

5.1.2 If in any doubt regarding competence of the Pilot

 Master
 Take all necessary precautions to ensure that the suggestions & actions ordered by the Pilot:
o Correspond with his judgment, and
o Do not expose the vessel to any danger.

5.2 Approaching Pilot Station

 OOW
 Contact pilot station to:
o Get information on pilot boarding time-place-requirements etc.
o Establish communication.
 Prepare:
o Pilot card, and
o Any other relevant information Pilot may require.

5.3 Pilot Embarkation / Disembarkation Arrangements

 Chief Officer / Deck Officer
 Supervise preparation of pilot ladder and embarkation arrangements as per:
o SOLAS Regulation V/23,
o Pilot boarding arrangement guidelines provided to the vessel and
o IMO Resolution A.1045(27)

 Post pilot boarding arrangement poster in wheelhouse

 Ensure associated equipment in place including:

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NAVIGATION WITH PILOT

o Lights
o Life jacket
o Throwing line, and
o Safety line.
 Plan alternate arrangement when conditions do not permit the above.
 If pilot boards by helicopter, follow additional procedures for helicopter operation.
 Master
 Assign an officer to receive and escort pilot to Bridge.

5.4 Pilot Boarding & Master / Pilot information exchange

5.4.1 On Pilot Boarding

 Master
 On Pilot boarding:
o Present a completed pilot card
o Carry out Master - Pilot Exchange.
o Agree / Arrange mooring plan with pilot.

5.4.2 Master – Pilot information exchange.

 Complete checklists:
Ÿ ID-NAV-05A – Pilot Card
Ÿ ID-NAV-05B – Master Pilot Information Exchange
Ÿ ID-NAV-05C – ECDIS Pre Pilot information exchange

 Master
 Include following information during the Master – Pilot information exchange:
o Ship’s dimensions
 Drafts – Forward, Aft & Mid-ship
 Overall length and Extreme Breadth
 Distance from Bow to Bridge & Stern to Bridge
 Bulbous bow if present, its length extending forward
 Control of the engine from Bridge
o Equipment
 Thruster location
 Rudder angle indicator.
o Manoeuvring Data
 Engine type – Speeds with corresponding RPMs
 Turning circle for the telegraph speeds
 Distance for Emergency stop
 Draft difference bow to stern due to forward move of ship
 Normal stopping distance.
o Limitations
 Maximum engine power during full astern (as percentage of full ahead power)
 Lack of full communication in the Bridge
 Delay in follow up of main engine.
o Cargoes
 Vessel gas free or inert

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NAVIGATION WITH PILOT

 Dangers associated.

 Agree with pilot on:

o Common language of communication
o Minimum visibility required
o Any local phenomena (shoaling swells, squalls, unusual tides and currents)
o Allowed under keel clearance
o Anchoring requirements
o Maximum manoeuvring speed that satisfies all UKC restrictions
o Maximum side wind speed for Berthing / Un-berthing
o The berthing side of ship
o Number of tugs used and confirmation on bollard pull / swl of the bollard use on board will not be
exceeded
o Berthing plan
o Completion of relevant SMS Checklist (Signed by both the Master and Pilot).
 Resolve any differences between the Pilot's plan and the safe water identified on ECDIS.
 Confirm that no part of pilot's plan takes vessel outside of the ECDIS safety settings.
 If need to deviate from above for any reason, discuss & come to an agreement on how to proceed.

5.5 Navigation with Pilot on Board

5.5.1 Communication Language

 Ensure language of communication:

o Is agreed between pilot and bridge team
o Is Clear and precise
o Internally, is in English, the official language of vessel.

5.5.2 Monitoring the Pilot / Judging Pilot’s ability

 OOW
 Plot / verify ship’s positions frequently to monitor vessel’s progress.
 Keep Master and Pilot fully appraised of the situation.
 Communicate immediately to Master if in doubt about vessel's progress or position.
 If Master is not on bridge, take all necessary actions before the Master arrives.
 Master / OOW
 Remain alert and attentive to Pilot's handling of the vessel.
 Observe helm and Engine orders given by Pilot & determine if orders will be effective.
 Advise Pilot any time if his actions appear to:
o Be in error, or
o Compromises safe navigation of vessel.

!! The presence of Pilot on bridge does not relieve Master or OOW from their duties and obligations for
the safety of the ship.

 Master
 Ensure, Pilot and bridge team, are not distracted by idle conversation.
 Monitor pilot’s conning instructions to OOW and the tugs.
 It is deemed as instructions of Master, unless he modifies it or cancels it. Silence of Master signifies
approval of Pilot's instructions.

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 If the Pilot fails to act on the Master's advice and thereby jeopardise the safety of the vessel, the Master
must:
Ÿ Take over the con of the vessel, or
Ÿ Take whatever actions may be appropriate to secure the safety of the vessel
Ÿ Record Details of such actions in bridge logbook & advise company.

 Request suitable replacement of Pilot, if there is any doubt on their competence.

 When replacement is not available:
o Do not proceed with the passage.
o Obtain authorization from operations department.
 Operations Department
 Prior to the granting the authorization:
o Have discussion with Master that includes:
 Implementation of extraordinary precautions
 Conditions en-route
 Measures to monitor all actions of the Pilot.

5.5.3 Bridge Equipment - Operation

 OOW / Master
 Allocate one Radar to pilot.
 Set it in mode required by him and advise him of any specific features like anti-collision systems.
 Vessel’s personnel should not normally interfere with this Radar & monitor other one.
 Ensure the telegraph or Bridge Engine control is always operated only by ΟΟW or Master.
 Be aware that pilot may lack experience on the ECDIS on board (pre arrival ecdis information should be
sent to the pilots as per specify form number).
 Provide pilot with the view on ECDIS, he requires.

5.5.4 Use of Portable Pilot Units (PPU)

 Portable Pilot Units are increasingly used by pilots to assist in the conduct of pilotage

 Bridge Team
 Beware that:
o These are an Electronic Charting System (ECS) and not an ECDIS.
o To be used exclusively by the pilot and not by the ship staff
o The data within may not be type approved.

!! Pilot may be allowed to use PPU, however ensure on-board ECDIS remains primary means for
navigation.

 In case of any conflict with the navigational picture provided by the 2 systems:
o Verify through other means of position fixing e.g. Radar etc.
o Inform the pilot.

 Consider any specific flag and port State rules in this regard.
5.5.5 Pilot Order Communications

 OOW

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 Ensure orders to the Bridge Team are duly understood & properly executed
 Repeat & check Pilots Engine orders.
 Ensure Pilots helm orders are repeated by helmsman.
 Check for their proper execution.
 Execute engine orders requested by Pilot after ensuring it conforms with own judgement.
 When not in agreement inform pilot / Master & discuss issue.
 When engines are on astern, ensure a competent person checks & reports distances astern to bridge.

5.6 Disembarkation of Pilot

 Master / OOW
 When disembarking pilot, ensure an officer:
o Escorts pilot to disembarking area.
o Supervises till pilot disembarks.

 Refer to Section 5.3 Pilot Embarkation / Disembarkation Arrangements

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CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

6 NAVIGATING IN NARROW STRAIGHTS – MUTUAL EFFECT BETWEEN SHIPS

6.1 General Information

 Ships are influenced by hydrodynamic forces, which affects their maneuverability, when they proceed:
o In opposite or parallel directions, and
o In close distance between them in narrow areas such as rivers, channels, narrow straits etc.

!! Above phenomenon has caused many accidents in the past.

 This mutual effect:

o Is stronger in shallow waters, and
o May decrease the ability of the ship to turn.

 “Bank Suction” and “Rejection” are similar effects to that stated above and are well known.
- "Change of trim" in the above condition is a separate aspect and explained in relevant publications.

6.2 Precautions related to Navigation

 Master (in consultation with Pilot)

 Comply with international and local regulations.

 Maintain continuous and effective communications with:
o port authorities.
o Traffic Control Authorities.
o Vessels in the vicinity sailing in Opposite or Parallel directions.
 In case of communication with other vessels (between masters or pilots):
o Ensure the information on ships routing is continuous until both vessels are absolutely in a safe
distance from each other.

 Information data should be known and agreed by the Master whatsoever.

 Ensure the departure and arrival check lists (Bridge and Engine) are strictly complied with.
 When there are Navigational hazards e.g. dredgers operating in the vicinity of ship’s track:
o Ensure their timely detection & monitoring.
o Consider possible interaction in ships movement due to that.

6.3 Mutual Major Effects

6.3.1 When ships are approaching in opposite directions (Figure 1).

 Area of positive pressure is created between their bows, forcing:

o Ship’s bow to move outwards, &
o Consequently, ship’s stern to move towards each other. FIGURE 1

 Collision between the vessels may be unavoidable:

o Under such conditions,
o Especially when shallow waters cause decreased maneuverability for one or both the vessels.

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6.3.2 When ships are moving in parallel (Figure 2):

 Forces are reversed.

FIGURE 2
 Effect of Rudder becomes negative, &
 Chances of collision is larger.

6.3.3 When a vessel is overtaking another (Figure 3 & 4)

 When bow of the overtaking ship is close to the overtaken ship:

Overtaken ship’s bow tends to slide towards the overtaking ship

FIGURE 3 FIGURE 4

o (Figure 3) .
o If an attempt is made by the overtaken ship to counter above with rudder:
 Another situation may occur, &
 Collision of the sterns can result (Figure 4). FIGURE 5

6.3.4 When a small ship or tug approaches with the same course as the larger ship
(Figure 5).
 Smaller vessel may slide towards and under the bow of the larger ship from forces
that affect if from its free side.
 Slightest contact of the two vessels may be catastrophic for the small ship

6.3.5 Effect of suction by the berth (Figure 6) FIGURE

6
 This can appear, when a vessel is moving:
o Forward.
o With able speed in respect of the depth.
o In parallel to a berth.
 Above force can cause the bow or the stern of the ship towards the berth.
 If the vessel’s speed is decreased:
o Outside forces will be decreased &
o A stronger pressure will apply in the middle of the ship, causing the suction effect.

7 FORMS
 ID-NAV-05A – Pilot Card
 ID-NAV-05B – Master Pilot Information Exchange
 ID-NAV-05C – ECDIS Pre Pilot information exchange
 ID-NAV-06 – Preparation for Sea
 ID-NAV-07 – Preparation Arrival Port
 ID-NAV-08 – Navigation in Coastal Waters
 ID-NAV-09 – Navigation in Ocean Waters

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CHAPTER 5.5 – ARRIVAL / DEPARTURE PORT, COASTAL NAVIGATION &
NAVIGATION WITH PILOT

8 APPENDICES

8.1 Appendix 1 – Special Areas and PSSAs

8.2 Appendix 2 – Safety of navigation in Singapore strait

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The Great Eastern Shipping Co NAVIGATONAL SAFETY
CHAPTER 5.5 – APPENDIX 1 – SPECIAL AREAS AND PSSAs

1 SPECIAL AREAS & PSSAS

 Two different concepts are addressed for the protection of marine areas:
o The Special Areas, which are regulated by MARPOL Convention.
o The Particularly Sensitive Sea Areas (PSSAs) designated as per resolution A.982(24)).

Special Areas Particularly Sensitive Sea Areas (PSSAs)

 Special Areas are designed for the enclosed  PSSA can be designated anywhere in the sea area;
and semi closed seas by prescribing  Any part of the sea area such as territorial waters,
operational discharges of oil. exclusive economic zones (EEZ) or even straits used for
international navigation could be included in the PSSA.
 For a sea area to be designated as a Special
Area, one criterion in each of the following  To be identified as a PSSA, the area must meet just one of
categories must be satisfied: the established criteria, defined as:
- Oceanographic conditions. - Ecological.
- Ecological conditions. - Social.
- Vessel traffic characteristic. - Cultural
- Economic.
 The conditions for designation of Special - Scientific and educational.
Areas are more restrictive than those  In addition, the area should be at risk from international
established for PSSA. shipping activities, involving consideration of the vessel
traffic characteristics and natural factors.
 States can take protective measures in a
Special Area only for the reason of prevention  Under the PSSA, a state can propose associated protective
of sea pollution under MARPOL. measures, which may include:
- Any measure that is already available in an existing
 MARPOL Annex I (oil), II (Noxious Liquid regulatory framework or
substances), IV (sewage) and V (garbage) set - any measure that does not yet exist but that should be
forth special discharge standards applicable available as a generally applicable measure and that falls
inside of Special Areas designated by the within the competence of IMO'.
IMO.
 The most common protective measures used in PSSAs are:
 The measures that could be taken in the - Ship routing,
Special Areas are established in the existing - Ship reporting, and
regulatory framework. - Areas to be avoided by all ships, or by certain classes of
ships.
 Other protective measures include:
- Anchorage prohibitions,
- Traffic separation schemes,
- Recommendations for pilotage.

 For list of Special areas see MARPOL

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List of designated Particularly Sensitive Sea Areas (PSSAs) as per resolution A.982(24)

The Great Barrier Reef, Australia (designated a PSSA in 1990)

The Sabana-Camagüey Archipelago in Cuba (1997)

Malpelo Island, Colombia (2002)

The sea around the Florida Keys, United States (2002)

The Wadden Sea, Denmark, Germany, Netherlands (2002)

Paracas National Reserve, Peru (2003)

Western European Waters (2004)

Extension of the existing Great Barrier Reef PSSA to include the Torres Strait (proposed by Australia and Papua
New Guinea) (2005)

Canary Islands, Spain (2005)

The Galapagos Archipelago, Ecuador (2005)

The Baltic Sea area, Denmark, Estonia, Finland, Germany, Latvia, Lithuania, Poland and Sweden (2005)

The Papahānaumokuākea Marine National Monument, United States (2007)

The Strait of Bonifacio, France and Italy (2011)

The Saba Bank, in the North-eastern Caribbean area of the Kingdom of the Netherlands (2012)

Extension of Great Barrier Reef and Torres Strait to encompass the south-west part of the Coral Sea (2015)

The Jomard Entrance

Tubbataha Reefs Natural Park

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CHAPTER 5.5 – APPENDIX 2 – SAFETY OF NAVIGATION IN SINGAPORE STRAITS

 Quoted below is the complete circular from MPA Singapore regarding “SAFETY OF NAVIGATION
IN THE SINGAPORE STRAIT”.

 Master shall ensure that all instructions in the below circular shall be complied with when vessel
is transiting the Singapore strait.

MARITIME AND PORT AUTHORITY OF SINGAPORE

PORT MARINE CIRCULAR
NO. 20 OF 2006
14 Nov 06

Shipping Community
Harbour Craft Community

SAFETY OF NAVIGATION IN THE SINGAPORE STRAIT

1. The Singapore Strait is a narrow and busy waterway where a large number of vessels transit daily.
These vessels include bulk carriers, container vessels, ferries, tankers, very large crude carriers
(VLCC), barges under tow and fishing vessels. In the interest of navigational safety, shipmasters
of vessels navigating in the Singapore Strait are reminded to observe the International
Regulations for Preventing Collisions at Seas (COLREGS) and the “Rules for Vessels Navigating
Through The Straits of Malacca and Singapore” adopted by the IMO. A copy of the latter is
attached.

2. To enhance navigational safety, the Singapore Vessel Traffic Information System (VTIS)
constantly monitors vessel movements in the Singapore Strait and provides traffic information
and advice to shipmasters to enable them to appraise the traffic situation. The Singapore VTIS
has observed that reducing vessel’s speed is an action not commonly taken and would like to
remind shipmasters of the following rules concerning actions on speed of vessels:

i) International Regulations for Preventing Collisions at Sea, 1972

Rule 6: Every vessel shall at all times proceed at a safe speed so that she can take proper and
effective action to avoid collision and be stopped within a distance appropriate to the
prevailing circumstances and condition.

In determining a safe speed the following factors shall be among those taken into account:

(a) By all vessels:

(i) The state of visibility;

(ii) The traffic density including concentrations of fishing vessels or
any other vessels;
(iii) The manoeuvrability of the vessel with special reference to
stopping distance and turning ability in the prevailing conditions;
(iv) At night the presence of background light such as from shore
lights or from back scatter of her own lights;
(v) The state of wind, sea and current, and the proximity of
navigational hazards;
(vi) The draught in relation to the available depth of water.

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(b) Additionally, by vessels with operational radar:

(i) The characteristics, efficiency and limitations of the radar

equipment;
(ii) Any constraints imposed by the radar scale in use;
(iii) The effect on radar detection of the sea state, weather and
other sources of interference;
(iv) The possibility that small vessels, ice and other floating objects
may not be detected by radar at an adequate range;
(v) The number, location and movement of vessels detected by
radar;
(vi) The more exact assessment of the visibility that may be possible
when radar is used to determine the range of vessels or other
objects in the vicinity.

Rule 8 (e): If necessary to avoid collision or allow more time to assess the situation, a vessel
shall slacken her speed or take all way off by stopping or reversing her means of propulsion.

ii) Rules for Vessels navigating through the Straits of Malacca and Singapore
Rule (7) : VLCCs1 and deep draught vessels 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 the Phillip Channel and in Singapore Strait; and
(c) Westbound lanes between positions 01°12.51’N, 103°52.15’E and 01°11.59’N,
103°50.21’E and between position 01°11.13’N, 103°49.08’E and 01°08.65’N,
103°44.30’E.

Rule 8: All vessels navigating in the roueting system of the Straits of Malacca and Singapore
shall maintain at all times a safe speed consistent with safe navigation, shall proceed with
caution and shall be in a maximum state of manoeuvring readiness.

3. Owners, managers and agents are requested to bring the contents of this circular to the
attention of shipmasters and officers.

CHOONG YEW WENG

for PORT MASTER
MARITIME AND PORT AUTHORITY OF SINGAPORE
TEL: 6325-2464
FAX: 6325-2454

1
For the purpose of these Rules, a tanker of 150,000 dwt and above shall be deemed to be a
very large crude carrier (VLCC)

RULES FOR VESSELS NAVIGATING THROUGH THE STRAITS OF MALACCA AND SINGAPORE

I Definitions

For the purpose of these Rules the following definitions shall apply:

1. A vessel having a draught of 15 metres or more shall be deemed to be a deep draught vessel.

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2. A tanker of 150,000 dwt and above shall be deemed to be a very large crude carrier (VLCC).

Note: The above definitions do not prejudice the definition of "vessel constrained by her draught"
described in Rule 3 (h) of the International Regulations for Preventing Collisions at Sea, 1972.

II General Provisions

1. Deep draught vessels and VLCCs shall allow for an under keel clearance of at least 3.5 metres at
all times during the entire passage through the Straits of Malacca and Singapore and shall also
take all necessary safety precautions, when navigating through the traffic separation schemes.

2. Masters of deep draught vessels and VLCCs shall have particular regard to navigational
constraints when planning their passage through the Straits.

3. All deep draught vessels and VLCCs navigating within the traffic separation schemes are
recommended to use the pilotage service of the respective countries when they become
available.

4. Vessels shall take into account the precautionary areas where crossing traffic may be
encountered and be in a maximum state of manoeuvring readiness in these areas.

III Rules

Rule 1

Eastbound deep draught vessels shall use the designated deep-water routes.

Rule 2

Eastbound deep draught vessels navigating in the deep-water routes in Phillip Channel and Singapore
Strait shall as far as practicable, avoid overtaking.

Rule 3

All vessels navigating within the traffic separation scheme shall proceed in the appropriate traffic lane
in the general direction of traffic flow for that lane and maintain as steady a course as possible,
consistent with safe navigation.

Rule 4

All vessels having defects affecting operational safety shall take appropriate measures to overcome
these defects before entering the Straits of Malacca and Singapore.

Rule 5

In the event of an emergency or breakdown of a vessel in the traffic lane, the vessel shall, as far as
practicable and safe, leave the lane by pulling out to the starboard side.

Rule 6

(a) Vessels proceeding in the westbound lane of the traffic separation scheme "In the Singapore
Strait" when approaching Raffles Lighthouse shall proceed with caution, taking note of the local

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warning system, and, compliance with Rule 18(d) of the International Regulations for Preventing
Collisions at Sea, 1972, avoid impeding the safe passage of a vessel constrained by her draught
which is exhibiting the signals required by Rule 28 and which is obliged to cross the westbound
lane of the scheme in order to approach the single point mooring facility (in approximate position
01 °11.42'N, 103°47.40'E, from Phillip Channel).

(b) Vessels proceeding in the traffic separation schemes when approaching any of the precautionary
areas shall proceed with caution, taking note of the local warning system, and, in compliance with
Rule 18 (d) of the International Regulations for Preventing Collisions at Sea, 1972, avoid impeding
the safe passage of a vessel constrained by her draught which is exhibiting the signals required
by Rule 28 and which is obliged to cross that precautionary area.

(c) Information relating to the movement of ships constrained by their draught as referred to in
paragraphs (a) and (b) above will be given by radio broadcasts. The particulars of such broadcasts
are promulgated by Notices to Mariners. All vessels navigating in the area of the traffic separation
scheme should monitor these radio broadcasts and take account of the information received.

Rule 7

VLCCs and deep draught vessels 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 the Phillip Channel and in Singapore Strait; and

(c) Westbound lanes between positions 01°12.51’N, 103°52.15’E and 01°11.59’N, 103°50.21’E and
between position 01°11.13’N, 103°49.08’E and 01°08.65’N, 103°44.30’E.

Rule 8

All vessels navigating in the routeing system of the Straits of Malacca and Singapore shall maintain at
all times a safe speed consistent with safe navigation, shall proceed with caution, and shall be in a
maximum state of manoeuvring readiness.

Rule 9

(a) Vessels which are fitted with VHF radio communication are to participate in the ship reporting
system adopted by the Organization.

(b) VLCCs and deep draught vessels navigating in the Straits of Malacca and Singapore are advised to
broadcast, eight hours before entering the traffic separation schemes, navigational information
giving name, deadweight tonnage, draught, speed and times of passing One Fathom Bank
Lighthouse, Raffles Lighthouse and Horsburgh Lighthouse. Difficult and unwieldy tows are also
advised to broadcast similar information.

Rule 10

All vessels navigating in the Straits of Malacca and Singapore are requested to report by radio to the
nearest shore authority any damage to or malfunction of the aids to navigation in the Straits, or any
aids out of position in the Straits.

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Rule 11

Flag States, owners and operators should ensure that their vessels are adequately equipped in
accordance with the appropriate international conventions /recommendations.

IV Warning

Mariners are warned that local traffic could be unaware of the internationally agreed regulations and
practices of seafarers and may be encountered in or near the traffic separation schemes, and should
take any precautions which may be required by the ordinary practice of seamen or by the special
circumstances of the case.

The above set of rules was adopted by the 69th session of the Maritime Safety Committee, IMO in
May 1998 and implemented on 1 Dec 1998.

Source: SN/Circ. 198

Dated: 26 May 1998

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.6 – NAVIGATION IN ADVERSE CONDITIONS

Table of Contents
1 HEAVY WEATHER NAVIGATION.......................................................................................................................... 2
1.1 HEAVY WEATHER - GENERAL......................................................................................................................................2
1.2 WEATHER FORECASTS............................................................................................................................................... 2
1.3 WEATHER ROUTEING SYSTEM.................................................................................................................................... 2
1.4 OPERATIONAL GUIDANCE ON SHIP HANDLING IN HEAVY WEATHER.................................................................................... 4
1.5 PRECAUTIONS PRIOR & DURING HEAVY WEATHER......................................................................................................... 5
1.6 MASTER’S REPORT OF HEAVY WEATHER...................................................................................................................... 8
2 NAVIGATING IN RESTRICTED VISIBILITY.............................................................................................................. 8
2.1 DEFINITION OF RESTRICTED VISIBILITY.......................................................................................................................... 8
2.2 HAZARDS................................................................................................................................................................ 8
2.3 CLEAR INSTRUCTIONS & TRAINING.............................................................................................................................. 8
2.4 PRECAUTIONS DURING RESTRICTED VISIBILITY............................................................................................................... 8
3 NAVIGATION & GENERAL PRECAUTIONS IN ICE AFFECTED AREAS.....................................................................10
3.1 CONCENTRATION OF ICE & ITS HAZARDS.....................................................................................................................10
3.2 PREPARATION........................................................................................................................................................10
3.3 PRECAUTIONARY MEASURES FOR DAMAGE AVOIDANCE FROM ICE................................................................................... 11
4 FORMS............................................................................................................................................................. 13
5 APPENDICES..................................................................................................................................................... 13
5.1 APPENDIX 1 – CIRC-1228- AVOIDING DANGEROUS SITUATIONS WX SEA CONDITIONS....................................................... 13

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 The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.6 – NAVIGATION IN ADVERSE CONDITIONS

1 HEAVY WEATHER NAVIGATION

1.1 Heavy Weather - General

1.1.1 Definition
 Extreme adverse weather conditions that may affect safety of vessel and / or cargo.

1.1.2 Factors Used To Determine Heavy Weather

 Heavy weather is Beaufort wind scale ≥ 6 or wave height ≥ 3 metres.

1.1.3 Precautions
 Adverse weather conditions can differ, depending on vessel’s Size, Course etc.
 Precautions to take are same for all vessels and include:
o Failure of vital equipment.
o Assisting another vessel in distress.

1.2 Weather Forecasts

 Obtain Weather forecasts:
o As frequently as possible.
o From More than one source, if available.
 Make predictions on board:
o By observing, changing local weather conditions.
o Which is often more accurate in the short term than from distant weather stations.

1.3 Weather Routeing System

1.3.1 General
 Master
 Wherever possible, use weather routeing services when provided by the charterers.
 If deviating from recommended track, immediately advise:
o Routing organisation.
o Charterers &
o Company.

 Master is at liberty to disregard a routeing service advise if in his judgement, there is no advantage in
following same.

 When formulating the voyage plan, consider all known:

o Navigational hazards, and
o Adverse weather conditions.

1.3.2 Weather Routeing Service Minimum Requirements

 Weather routeing services follow standards established by the IMO MSC/Circ.1063 in order to be
consistent with voyage planning requirements.

 Weather Routeing services must at the minimum, provide advice as per following:

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CHAPTER 5.6 – NAVIGATION IN ADVERSE CONDITIONS

Frequency

 Prior to sailing, stating communication channels available between ship & weather routeing service.
 At intervals that are:
o Regular and appropriate to ships position and its projected route.
o Varied according to the rate of change of conditions (when required).

Information

 Meteorological information for the proposed route.

 First information (when possible), must be provided prior departure port to:
□Enable master to plan voyage, and
□If necessary, adjust the passage plan accordingly.

 Source of data (where possible) indicating:

o Level of accuracy of the data &
o Probability of changes in the weather pattern.
 Sea and swell data as:
o Significant wave height, and
o Direction of swells (if possible).

Consideration for Advice

 Advice must consider:

o Speed and handling characteristics of the vessel.
o Ship’s ability to avoid fast moving (w.r.t ships speed) and dangerous weather systems.
o Relevant ships’ routeing systems expected during the voyage;
o Sufficient sea room at all times.
o All known navigational hazards and adverse weather conditions;
o Compliance with:
 Environmental protection regulations.
 International load line convention.
o Essential maintenance affecting safe operation.

System

 The system should be interactive & must:

o Enable masters to request for advice at interim periods.
o Require Master to respond on submission of any advice which should at minimum include:
 Ship’s position, course & speed.
 Feedback information regarding weather conditions at the ship’s location.
o Encourage Master to indicate their preferred route considering:
 Sea condition &
 Characteristics of the vessel.

!! The use of these services does not:

□Relieve Master, his responsibility for safe navigation
□Permit discontinuation of the reception and analysis of weather reports.

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CHAPTER 5.6 – NAVIGATION IN ADVERSE CONDITIONS

1.4 Operational Guidance on Ship handling in Heavy Weather

1.4.1 Ship Handling - General

 Master
 Reduce risk of heavy weather damage by:
o Exercising prudent seamanship
o Making early and substantial reduction in speed.
 Do not rely on “feel” alone, to:
o Judge the effect of sea on the vessel, or
o Make ship handling decision during heavy weather.
 Decide on handling of the vessel in heavy weather based on:
o An awareness of forces acting on vessel
o A thorough knowledge of vessel's sea keeping capabilities, and
o Careful observation of the prevailing circumstances.
 Observe / Measure waves regularly.
 Give careful consideration to:
o Forces acting upon the vessel & their effect on the ship
o Influence on Kinetic energy as described above.

1.4.2 Heaving to

 The combination of speed reduction and course alteration is known as “heaving to”.
 Master
 During heavy weather, consider:
o Reduction of speed to reduce the Kinetic energy of the vessel.
o Alteration of course (as required) to further reduce effect of seas on vessel.
o Stopping the vessel to reduce the vessel's kinetic energy to zero.

 When vessel is stopped in heavy weather, the vessel:

- Will find her natural position, which in most cases will be almost beam on to the sea.
- Is expected to lie in above position, rolling deeply but easily.
- Getting in danger of being overwhelmed is minimal, due to high transverse stability.

 Consider stopping the vessel:

o As an effective method of “heaving to”.
o Provided there is sufficient sea room to leeward, from significant drift expected.

1.4.3 Dangers During Following And Quartering Seas & Precautions

 Master & C/O
 For each stage of voyage, be fully conversant with:
o Details of the vessel's stability, and
o Any limitations.
 When vessel is at sea, ensure double bottom tanks (if any) are:
o Either full or empty
o Never slack.

!! Slack double bottom tanks can cause stability problems to vessel.

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 Waves periods encountered by ships are longer in, following or stern quartering seas.

 Follow ship handling procedures mentioned in this section when navigating in severe weather
conditions.
 Be aware of the Principal dangers & precautions during Following and Quartering Seas.

1.4.4 Running Before The Sea

 Vessel’s stern has the greatest resistance to sea impact than any other area.
 Thus, a structural damage to vessel when vessel is pooped is extremely unlikely.
(Provided watertight openings around the superstructure are properly secured.)
 Master
 Give consideration to running before the sea to avoid over stressing vessel when:
o Ample sea room is available to leeward.
o Crest to crest length of the waves is considerably larger or smaller than the vessel’s length, &
o Speed is reduced to 50% of the wave speed.

1.4.5 Stemming The Sea

 When there is insufficient sea room to consider stopping or running with the sea:
o Follow “Heaving to” by:
 Putting the sea ahead or on the bow, &
 Reducing speed to the minimum necessary to ‘maintain steerage way’.
o Make an early & substantial reduction of speed to successfully weather heavy seas on the bow.

!! In this situation:
- Overall forces acting on vessel are likely to be at their maximum, and
- Structural damage is most likely to occur when pitching in heavy seas.

1.4.6 Synchronisation
 Master
 Ensure that synchronous rolling or pitching does not occur when:
o Stopping vessel,
o Running before the sea, or
o Stemming the sea.

 This may expose vessel’s structure to an increased risk of superficial damage by breaking seas.

 Consider temporary alterations of course and / or speed to prevent above situation.

1.5 Precautions Prior & During Heavy Weather

a) Complete ID-NAV-12 - Navigation in Heavy Weather or Tropical Storm Areas

b) Conduct a meeting with all crew for precautions to be taken

 Inform office (Operations & HSEQ) when above are completed and if any further assistance required
c) Update Operations and HSEQ regarding weather conditions being encountered every 6 hours.

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1.5.1 Prior Commencement Of The Voyage

 Master / Navigation Officer
 Choose and follow the most suitable route (especially for high latitudes).
 Consider weather conditions carefully, to determine use of:
o Great circle or
o Rhumb line sailing.
 Chief Officer
 Ensure, well before reaching open seas, the following are secured:
o Tank lids
o Mooring lines, and
o Anchors.

1.5.2 If Prior Warning Of Heavy Weather Is Received

 Master / Department Heads
 To minimize extent of damage, ensure all:
o Personnel are made aware of all practicable precautions to be taken
o Movable objects on deck are secured, and
o Safety doors near weather decks are closed.
o Line up of forepeak pumping arrangement for remote pumping.

1.5.3 When Heavy Weather Is Encountered

 Master / Department Heads
 Consider:
o Its effect on ship and cargo
o Safety of the crew (particularly when required to go into open decks).
 Master / OOBW
 Do Not force vessel through heavy seas:
o To make an ETA or for any other reasons.
o Except for:
 Saving life or
 If safety of vessel is at risk.

1.5.4 Alteration of Course / Speed

 Master / OOBW
 When ship’s motion is, violent or is seriously delayed by adverse weather, make the movement safe
by:
o Reducing speed, or
o Altering course, or
o Combination of both
 Look for signs of weather improving to return to the original course & full speed.

1.5.5 Vessel’s Heading / Direction of Movement

 Master / OOBW
 Bring vessel to a heading or about a heading, where vessel lies comfortably:
o At a slow speed
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o On Hand steering, and

o By Heaving-to
 Consider heaving-to with:
o Weather on the quarter,
o Adjust speed as required (avoid reducing, as increasing speed might be required).

1.5.6 Protection of Personnel

 Master / Head of Departments
 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, passengers and crew, or the safety of life at sea.
 Limit movement of personnel onboard, to reduce risk of injury.
 If necessary, to carry out any inspections for weather damage on decks & superstructure (e.g. broken
lashings, damaged air vent etc.), ensure:
o Inspection is well planned and organized
o Crew is dressed accordingly
o Use only the leeward side
o During the night, use the Aldis lamp or another means of illumination.

1.5.7 Heavy Weather ballast

 Master / Chief Officer
 Consider adding heavy weather ballast if vessel is in light ballast condition.

 Refer Doc 6.12 for Heavy Weather Ballast Procedures.

1.5.8 Additional actions by the Bridge OOW during heavy weather

 OOBW
 Complete checklist ID-NAV-12.
 Comply with Master’s standing orders on procedure to follow.
 Avoid steaming too rapidly into a head sea & reduce speed early.
 Record all significant events in logbook, noting prevailing weather conditions.
 Remain vigilant for any weather damage on deck and when detected:
o Alert Master immediately
o Assess situation.
 Call additional Bridge Personnel as per Doc 5.4.

1.5.9 If any Objects Wash Overboard

 Master
 Send appropriate safety message to nearest coastal state authorities:
o When sizeable objects are washed overboard & are afloat.
o When washed objects are:
 Hazardous or
 Marine pollutant or
 Is dangerous to navigation.

1.6 Master’s Report of Heavy Weather

 Master

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 Ensure the daily message report to the Company:

o Indicates the actions taken in last 24 Hours, due to weather conditions experienced, including:
 Prevailing weather conditions.
 If engine revolutions were reduced or
 Any adjustment of course.

2 NAVIGATING IN RESTRICTED VISIBILITY

 Complete ID-NAV-11 – Navigation in Restricted Visibility

2.1 Definition of Restricted Visibility

 As per Company Standing Orders Restricted Visibility is below 5 NM.
 Master may have a stricter requirement stated in master’s standing orders.

2.2 Hazards
 When navigating in restricted visibility there is increased danger of a navigational incident.

2.3 Clear Instructions & Training

2.3.1 Master’s Standing Orders

 Master
 Ensure standing orders include:
o Actions to be take when visibility decreases.
o A definition of visibility limits, when the orders applies
(e.g. if visibility falls under the range of 5 nautical miles)
o Conditions when he must be called to the Bridge.

2.3.2 Familiarization & Training

 Master
 Set bridge and engine room bridge watch level as per the prevailing condition.
 If condition prolong, assess continuity of watch condition taking into account the rest hours.
 Ensure OOWs are familiarized and trained in actions to take when encountering restricted visibility.

2.4 Precautions During Restricted Visibility

2.4.1 Immediate Actions

 Call the Master.
 Notify the Engine Room and make engines available for maneuvering
 Call reserve lookouts.
 Change over to Hand steering.
 Sound fog signals as per COLREGS.
 Ensure both Radars/ ARPA “ON” and continuous radar watch must be maintained.
 Stop any work around bridge which may hinder to maintain a proper lookout by hearing.

2.4.2 Compliance with COLREGS

 Comply with COLLISION REGULATIONS especially Rule 19 Restricted Visibility.

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 Reduce to safe speed as per circumstances (Sea room, Traffic, Navigational dangers etc.).
 The use of the VHF to agree upon any action to avoid collision is prohibited.

2.4.3 Navigation Equipment

 Have both radars in operation, simultaneously and on different ranges.
 Understand all possible errors (human or mechanical) involved, when operating radars.
 In normal weather conditions, check radar display frequently to identify, in advance of any errors or
unusual interference, Blind sectors or Side lobes.

 Monitor:
o VHF and NAVTEX messages &
o Reports from local weather stations.
 In areas with dense traffic:
o Cross reference to commonly used courses, to more easily identify the courses of targets
detected with the Radar.

3 NAVIGATION & GENERAL PRECAUTIONS IN ICE AFFECTED AREAS

 Complete ID-NAV-13 – Navigation in Ice Checklist

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CHAPTER 5.6 – NAVIGATION IN ADVERSE CONDITIONS

3.1 Concentration of Ice & its Hazards

 Concentration of ice:
o Occurs when:
 Air Temperature drops to – 6oC (-20oF) &
 Sea temperature is around –2oC (chilling point).
o Will be immediate if the wind force is ≥ 3.
 When wind is from one side:
o An angle may be created,
o Concentration of the ice on one side of ship can result.
 When the quantity of the concentrated ice is large:
o Weights on board increases
o Stability of vessel is affected.
 There is a danger of falling ice, from melting ice concentrated on:
o Masts
o Vertical sides of the accommodation.
 Any water in pipelines, machinery etc. can freeze causing damages.

3.2 Preparation

3.2.1 Personnel
 Provided crew with suitable winter clothing and carry out training for operation in cold weather
conditions.
 Inform them regarding:
o Dangers from lengthy exposure of the fingers & face to extreme low temperatures.
o Other Cold weather precautions as per these procedures.
 Ensure:
o Lookouts are changed often to better perform their duties.
o Arrangements are made to provide them with Hot soup, soft drinks etc.
o Crew do not use any alcohol.
 Inform lookouts (if they have no previous experience) regarding movement of ice as to:
o What they should report.
o Indications that must be anticipated, including:
 Ice blink
 Sudden decrease of the waves
 Change of the color in the horizon and the sky etc.

3.2.2 Equipment
 Check:
o All heating arrangements and equipment
o Deck equipment and machinery are suitably supplied with oils and lubricants for winter
conditions
o lifeboat engines are additionally supplied with anti-cooling liquid.
 Cover all the exposed machinery and controls.
 Apply “ice fighting solutions” on the accommodation surfaces when conditions favor creation of ice.
 Ensure:
o Availability of axes, pickaxes, shovels etc to clean ice from deck, ladders, gangways etc.
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o Fire line are emptied.

o Radars scanners are in continuous operation.
 To avoid concentration of humidity and possible damage, check the water / humidity tightness of:
o SATCOM dome, and
o Power supply unit of the aerial.
 To provide maximum protection, during extremely low temperatures:
o Renew or put silica gel into the above units for extra protection.
o Cover the dome with a plastic cover.

3.3 Precautionary Measures for Damage Avoidance from Ice

3.3.1 Deck

Equipment Precautions
 Continuously operate the hydraulic pumps of the winches and valves.
 Periodically operate winches and valves.
 Keep in continuous slow operation if required
 When air temperature falls to - 30oC and below (pour point of the
Winches & Valves
lubricants):
o Keep winches in continuous operation in a slow movement, &
o Keep open the stem by-pass of the hydraulic circuit, to have
continuous circulation of the lubricants.
Cargo, Stripping, Butter-
 Completely drain
worth and C.O.W. lines
Fire Line & branches  Drain lines completely,
Tank Cleaning Line in the  Blow air,
Pump-room  Leave the valves open
 Drain lines completely,
All Steam Lines on deck  Blow air,
that are not in use  Give special care to the heating arrangement & drains of Slop & cargo tanks
heating coils
 Shut supply from the engine room to the deck, and
Air Line to deck
 Keep open the connection deck, that is most astern.
Fresh Water Line on deck  Keep drained and closed
Heaters of the deck seals  Keep in continuous operation
and scrubber (generator)
P/V valves  Clean frequently, from any concentrated ice
Steering gear room  Continuously operate heaters in the area.
Hydraulic room
Ship’s horn  Operate periodically
Crane  Operate periodically to ensure free movement of its gear.
 Take precautionary measures for the lubricating system , similar to winches
Hydraulic valves  Keep pump in operation, in due time prior operating valves.
 Use maximum number of valves to minimize danger of leak from:
 Line to line, and
 Tank to tank.
Ballast tank ventilator  Clean frequently from any ice, especially prior ballast operation
Emergency Fire Pump  Ensure drained from water

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Lifeboat  Ensure to protect engine and supplies &

 Decrease amount of the fresh water inside tanks.
Cables / Ropes  Stow on gratings
Pilot ladders  Keep covered to protect from ice
Deck P/V breakers  Fill with anti-cooling liquid up to 680mm (according to the relevant chart).

3.3.2 Pump rooms

Equipment Precautions

Sea chests  Keep filled with air

Pump-room ventilators  Operate periodically

3.3.3 Ballast tanks

 Do not keep tanks full to avoid damage from possible icing of ballast water.
 However, do consider following:
o Stability of the ship
o Free surfaces of tanks
o Sailing draft.
o Make use of the air injection / steam injection system if fitted

3.3.4 Engine Room

 Open both overboard valves and turn on air in the sea chests.
 Give special attention to:
o Triple valve of re-circulation of sea water
(To ensure refrigerator temperatures does not fall beneath that suggested by manufacturer.)
o Air coolers of main engine, to avoid condensation.
o Use appropriate sea chests.
o Use steam injection system for sea-chests as required.

3.3.5 Various
 Have electrical heaters of the following in continuous operation:
o Bow Thruster
o Emergency Fire Pump
o Emergency Diesel Generator
o I.G.S, etc.
 Ensure heaters of the steam ventilators of the engine room are in continuous operation.
 Monitor any concentration of ice & clean by jettisoning the ice to the sea.

3.3.6 Lifeboat engines

 Take special care for lifeboats engine:
o Drain Water,
o Check liquidity of bunker
o Protect against cold covering the engine with thick cloth or canvas with plastic.
 Ensure that the diesel fuel in the fuel tank is suitable for lowest temperature in ship’s area of operation.
 When not suitable for the temperature:
o Dilution with kerosene is recommended to improve its CFPP point.
o With a maximum possible dilution of 40%.

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 When diluting:
o Refer to boat engine operation manual for specific values.
o Table below is an example, indicating the improvement in temperature value with dilution.

DIESEL OIL WITHOUT DILUTION CFPP / - 18 o C

Diesel (Liters) Kerosene (Liters)
90 10 - 20 o C
80 20 - 22 o C
70 30 - 24 o C
60 40 - 26 o C
50 50 - 28 o C

4 FORMS
 ID-NAV-11 - Navigation in Restricted Visibility
 ID-NAV-11 - Navigation in Heavy Weather or Tropical Storm Areas
 ID-NAV-13 - Navigation in Ice

5 APPENDICES
5.1 Appendix 1 – Circ-1228- Avoiding Dangerous Situations Wx Sea Conditions

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INTERNATIONAL MARITIME ORGANIZATION
4 ALBERT EMBANKMENT
LONDON SE1 7SR E
Telephone: 020 7735 7611
Fax: 020 7587 3210
IMO

Ref. T1/2.04 MSC.1/Circ.1228

11 January 2007

REVISED GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS

SITUATIONS IN ADVERSE WEATHER AND SEA CONDITIONS

1 The Maritime Safety Committee, at its eighty-second session (29 November

to 8 December 2006), approved the Revised Guidance to the master for avoiding dangerous
situations in adverse weather and sea conditions, set out in the annex, with a view to providing
masters with a basis for decision making on ship handling in adverse weather and sea conditions,
thus assisting them to avoid dangerous phenomena that they may encounter in such
circumstances.

2 Member Governments are invited to bring the annexed Revised Guidance to the attention
of interested parties as they deem appropriate.

3 This Revised Guidance supersedes the Guidance to the master for avoiding dangerous
situations in following and quartering seas (MSC/Circ.707).

***

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ANNEX

REVISED GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS

SITUATIONS IN ADVERSE WEATHER AND SEA CONDITIONS

1 GENERAL

1.1 Adverse weather conditions, for the purpose of the following guidelines, include wind
induced waves or heavy swell. Some combinations of wave length and wave height under
certain operation conditions may lead to dangerous situations for ships complying with the
IS Code. However, description of adverse weather conditions below shall not preclude a ship
master from taking reasonable action in less severe conditions if it appears necessary.

1.2 When sailing in adverse weather conditions, a ship is likely to encounter various kinds of
dangerous phenomena, which may lead to capsizing or severe roll motions causing damage to
cargo, equipment and persons on board. The sensitivity of a ship to dangerous phenomena will
depend on the actual stability parameters, hull geometry, ship size and ship 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.

1.3 On ships which are equipped with an on-board computer for stability evaluations, and
which use specially developed software which takes into account the main particulars, actual
stability and dynamic characteristics of the individual ship in the real voyage conditions, such
software should be approved by the Administration. Results derived from such calculations
should only be regarded as a supporting tool during the decision making process.

1.4 Waves should be observed regularly. In particular, the wave period TW should be
measured by means of a stop watch as the time span between the generation of a foam patch by a
breaking wave and its reappearance after passing the wave trough. The wave length λ is
determined either by visual observation in comparison with the ship length or by reading the
mean distance between successive wave crests on the radar images of waves.

1.5 The wave period and the wave length λ are related as follows:

λ = 1.56 ⋅ TW2 [m] or TW = 0.8 λ [s]

1.6 The period of encounter TE could be either measured as the period of pitching by using
stop watch or calculated by the formula:

3TW2
TE = [s]
3TW + Vcos(α )

where V = ship’s speed [knots]; and

α = angle between keel direction and wave direction (α = 0° means head sea)

1.7 The diagram in figure 1 may as well be used for the determination of the period of
encounter.

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MSC.1/Circ.1228
ANNEX
Page 2

1.8 The height of significant waves should also be estimated.

α = 0° 10°
360° 350° 20°
340°
30°
330°
40°
320°
50°
310°

60°
300°

70°
290°

80°
280°

Wave period TW [s] 14 13 12 11 10 9 8 7 6 5

2 4 6 8 10 12 14 16 18 20 22 24 90°
knots 270°

100°
260°

110°
250°

120°
240°
130°
230°
5s 140°
220°
150°
6s 210°
160°
32 30 28 26 24 22 20 18 16 14 10 8 6 4 180° 170° 200°
190°
Period of encounter TE
Period of en
12 E 2

Figure 1: Determination of the period of encounter TE

2 CAUTIONS

2.1 It should be noted that this guidance to the master has been designed to accommodate for
all types of merchant ships. Therefore, being of a general nature, the guidance may be too
restrictive for certain ships with more favourable dynamic properties, or too generous for certain
other ships. A ship could be unsafe even outside the dangerous zones defined in this guidance if
the stability of the ship is insufficient. Masters are requested to use this guidance with fair
observation of the particular features of the ship and her behaviour in heavy weather.

2.2 It should further be noted that this guidance is restricted to hazards in adverse weather
conditions that may cause capsizing of the vessel or heavy rolling with a risk of damage. Other
hazards and risks in adverse weather conditions, like damage through slamming, longitudinal or
torsional stresses, special effects of waves in shallow water or current, risk of collision or
stranding, are not addressed in this guidance and must be additionally considered when deciding
on an appropriate course and speed in adverse weather conditions.

2.3 The master should ascertain that his ship complies with the stability criteria specified in
the IS Code or an equivalent thereto. Appropriate measures should be taken to assure the ship’s
watertight integrity. Securing of cargo and equipment should be re-checked. The ship’s natural
period of roll TR should be estimated by observing roll motions in calm sea.

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ANNEX
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3 DANGEROUS PHENOMENA

3.1 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:

3.1.1 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 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.

3.1.2 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 stability reduction may become critical
for wave lengths within the range of 0.6 L up to 2.3 L, where L is the ship’s length in metres.
Within this range the amount of stability reduction is nearly proportional to the wave height.
This situation is particularly dangerous in following and quartering seas, because the duration of
riding on the wave crest, which corresponds to the time interval of reduced stability, becomes
longer.

3.2 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 therefore the natural roll period becomes
longer.

3.3 Parametric roll motions

3.3.1 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:

.1 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.

.2 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
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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.

3.3.2 Other than in following or quartering seas, where the variation of stability is solely
effected by the waves passing along the vessel, 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.

3.3.3 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.

3.4 Combination of various dangerous phenomena

The dynamic behaviour of a ship in following and quartering seas is very complex. Ship motion
is three-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 extremely dangerous combinations, which
may cause ship capsize.

4 OPERATIONAL GUIDANCE

The shipmaster is recommended to take the following procedures of ship handling to avoid the
dangerous situations when navigating in severe weather conditions.

4.1 Ship condition

This guidance is applicable to all types of conventional ships navigating in rough seas, provided
the stability criteria specified in resolution A.749(18), as amended by resolution MSC.75(69), are
satisfied.

4.2 How to avoid dangerous conditions

4.2.1 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 ship speed, the course or both should be taken outside the
dangerous region reported in figure 2.

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Figure 2: Risk of surf-riding in following or quartering seas

4.2.2 For successive high-wave attack

4.2.2.1 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 behaviour of the ship can be
clearly seen, the master should pay attention not to enter in the dangerous zone as indicated in
figure 3. When the ship is situated in this dangerous zone, the ship speed should be reduced or
the ship course should be changed 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.

4.2.2.2 The dangerous zone indicated in figure 3 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) (according to figure 1 or paragraph 1.4).

4.2.3 For synchronous rolling and parametric rolling motions

4.2.3.1 The master should 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.

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4.2.3.2 For avoiding parametric rolling in following, quartering, head, bow or beam seas the
course and speed of the ship should be selected in a way to avoid conditions for which the
encounter period is close to the ship roll period ( TE ≈ TR ) or the encounter period is close to one
half of the ship roll period ( TE ≈ 0.5 ⋅ TR ).

4.2.3.3 The period of encounter TE may be determined from figure 1 by entering with the ship’s
speed in knots, the encounter angle α and the wave period TW.

Figure 3: Risk of successive high wave attack in following and quartering seas

Abbreviations and symbols

Symbols Explanation Units

TW wave period s
λ wave length m
TE encounter period with waves s
α angle of encounter (α = 0° in head sea, α = 90° for sea from starboard side) degrees
V ship’s speed knots
TR natural period of roll of ship s
L length of ship (between perpendiculars) m

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The Great Eastern Shipping Co. Ltd. NAVIGATONAL SAFETY
CHAPTER 5.7 – NAVIGATION EQUIPMENT

Table of Contents
1 USE OF APPROVED BRIDGE EQUIPMENT FOR NAVIGATION................................................................................ 2
2 OPERATION AND TESTING OF NAVIGATIONAL EQUIPMENT................................................................................2
2.1 GENERAL................................................................................................................................................................ 2
2.2 MAINTENANCE AND REPAIR....................................................................................................................................... 2
2.2.1 SERVICE CONTRACT FOR RADIO & NAVIGATION EQUIPMENT INSTALLED ON BOARD FLEET VESSELS........................................2
2.2.2 SOFTWARE AND FIRMWARE UPGRADES OF NAVIGATION, ELECTRONIC, RADIO & COMMUNICATION EQUIPMENT................... 3
2.2.3 MALFUNCTION.................................................................................................................................................... 3
2.3 ECHO SOUNDER....................................................................................................................................................... 3
2.4 RADAR / ARPA....................................................................................................................................................... 4
2.5 STEERING / AUTO PILOT............................................................................................................................................ 5
2.6 GYRO AND MAGNETIC COMPASSES & COMPASS ERROR.................................................................................................. 5
2.6.1 GYRO COMPASS...................................................................................................................................................5
2.6.2 MAGNETIC COMPASS............................................................................................................................................6
2.6.3 COMPASS ERROR & COMPASS ERROR BOOK:............................................................................................................ 7
2.7 COURSE RECORDER................................................................................................................................................... 7
2.8 OFF COURSE ALARM.................................................................................................................................................7
2.9 SEXTANTS............................................................................................................................................................... 8
2.10 CHRONOMETERS...................................................................................................................................................... 8
2.11 SHIP’S CLOCKS......................................................................................................................................................... 8
2.12 METEOROLOGICAL OBSERVATIONS, INSTRUMENTS AND HYDROMETERS..............................................................................8
2.13 BINOCULARS........................................................................................................................................................... 9
2.14 FLAGS AND SIGNALS EQUIPMENT................................................................................................................................ 9
2.15 SOUND SIGNALS AND ALDIS LAMP............................................................................................................................... 9
2.16 PYROTECHNICS........................................................................................................................................................ 9
2.17 GMDSS EQUIPMENT............................................................................................................................................. 10
2.18 VHF RADIOS......................................................................................................................................................... 10
2.19 VOYAGE DATA RECORDER (VDR)..............................................................................................................................11
2.20 LONG-RANGE IDENTIFICATION AND TRACKING (LRIT)................................................................................................... 11
2.21 AUTOMATIC IDENTIFICATION SYSTEMS (AIS)................................................................................................................12
2.22 BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS).......................................................................................... 14
2.23 NAVTEX............................................................................................................................................................... 14
2.24 NAVIGATIONAL LIGHTS............................................................................................................................................ 15
2.25 SPEED LOG........................................................................................................................................................... 16
2.26 CLEAR VIEW SCREEN/WINDOW WIPERS...................................................................................................................... 16
2.27 TELEGRAPH DATA RECORDER................................................................................................................................... 16
3 NAVIGATIONAL EQUIPMENT CHECKS & FAILURE PROCEDURES........................................................................ 17
3.1 FAILURE / MALFUNCTION OF NAVIGATION EQUIPMENT.................................................................................................17
3.2 RECORDING AND REPORTING OF RECURRING DEFECTS...................................................................................................17
3.3 FAILURE OF SPECIFIC EQUIPMENT.............................................................................................................................. 17
3.3.1 GENERAL.......................................................................................................................................................... 17
3.3.2 G.P.S. FAILURE................................................................................................................................................. 18
3.3.3 RADAR FAILURE................................................................................................................................................. 18
3.3.4 GYRO COMPASS FAILURE..................................................................................................................................... 18
3.3.5 ECHO SOUNDER FAILURE..................................................................................................................................... 18
3.3.6 NAVTEX / WEATHER FAX FAILURE......................................................................................................................... 18
3.3.7 ECDIS FAILURE (BOTH HARDWARE AND SOFTWARE)................................................................................................. 18
4 FORMS............................................................................................................................................................. 19

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1 USE OF APPROVED BRIDGE EQUIPMENT FOR NAVIGATION

 Do not use any equipment for navigation which is:
o Not approved; and / or
o Not included in the Safety Equipment Certificate Form E.

 This includes personal laptops, GPS units, ECDIS systems etc. Be aware of IMO guidelines for using
individual equipments for their intended use only.

2 OPERATION AND TESTING OF NAVIGATIONAL EQUIPMENT

 Follow instructions in Bridge Procedures Guide.

2.1 General
 Master
 Ensure the Officer of Watch (OOW):
o Is familiar with operation of all Electronic navigational aids & Equipment on-board
o Understands their capabilities and limitations.
 Ensure all Navigation Equipment are maintained by competent personnel as per:
o Manufacturer’s instructions
o Vessel’s PMS.
 Navigation Officer
 Complete all daily tests and checks as per Checklist ID-NAV-18 – Bridge Daily Checks at Sea.
 Mention clearly any tests / check that are not in order.
 Do not place undue reliance on a single navigational system or method.
 Ensure adequate paper rolls are available for various navigation equipment and an inventory of same
is maintained.

 Where applicable, keep used thermal (recording) paper of various navigation equipment for a period
of 6 months unless there is some claim due to incidents.

2.2 Maintenance and Repair

2.2.1 Service Contract for Radio & Navigation equipment installed on board fleet vessels
 Company maintains an annual service contract with the equipment Makers covering:
o Preventive Maintenance;
o Repairs;
o Failure and Emergency services.
 Maker’s service and support branch are reachable 24/7 to provide:
o Technical queries,
o Support, &
o Replacement of parts.

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 Appropriate inventory of spare parts is available onboard fleet vessels, as per PMS.
2.2.2 Software and Firmware Upgrades of Navigation, Electronic, Radio & Communication Equipment

 As per contract, Makers update & follow up all upgrades of Radio & Navigation equipment. This is done
during scheduled attendances.

 OOW / Navigating Officer

 Confirm proper operation of the equipment by:

o Carrying out self-test of equipment (Where available) to:
 Check equipment’s Hardware & Software.
 Detect if there are any issues or errors with software / RAM / Firmware.
o Everyday user’s interface with the equipment.

2.2.3 Malfunction

 OOW / Navigating Officer

 Immediately report any malfunction to Master.

 In case of f ailure of any “Critical” Navigation equipment, follow ‘Critical Equipment Failure’ procedures.

2.3 Echo sounder

 OOW

Switching On:

 Switch on echo sounder prior to:

o Entering Waters < 100m depth.
 Switch on echo sounder printer :
o Making a landfall.
o Approaching Coastal, Restricted or Shallow waters.
o Port entry / departure.

Performance test:

 Carry out a performance test prior to use, on all ranges and scales.
 This is to verify recordings against depths shown on the chart.
 Ensure zero mark is recorded.
 Do not adjust Echo Sounder settings for draft corrections.

Echo Sounder Alarm:

 Adjust echo sounder alarm slightly in excess of the required minimum UKC, and
 Re-adjust as per change in draft & required UKC.

Awareness of False Soundings:

 Distinguish echo of real seabed from false soundings, which may occur, due to:
o Dense flow of fishes.
o Interferences.
o Dense plankton or other micro-organisms etc.

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 These layers are usually found in depths of 300-400 m.

o Side echo’s when transmission is not vertical from keel.

Cross Referencing:

 Check echo sounder against known or charted depths in every voyage.

Marking on Recorder Chart (if available):

 Mark following:
o Date and Time of Switching on
o When passing significant landmarks or seamarks.

Additionally, for Echo Sounder with Built in Memory:

 Ensure procedure to retrieve Historical Data is displayed in vicinity.

2.4 Radar / ARPA

 OOW

Over-reliance:

 Ensure availability of radar does not lead to:

o Steaming at higher speeds than determined safe under the circumstances
o Not keeping a proper lookout.

Use of Radar:

 Use at least one Radar at all times when the vessel is underway or at anchor.
 Use additional radar(s) as available in hazardous conditions such as:
o Navigation close to land
o Limited visibility
o Dense traffic.
 Conditions of increased navigational hazards.
 Comply with Manufacturer’s instructions for all radar operations including Setup.
 Follow and complete ID-NAV-21 – Radar status card.

 When using two Radars, it is suggested to have one radar on long range (S band) and the other (X band) on
closer range.

Optimization:

 Keep radars on standby mode when not in operation, to:

o Maintain readiness, and
o Prolong operational life of radars.
(Except when at berth when they must be switched off.)

Shadow Sectors:

 Ensure Shadow sectors diagram is posted in the:

o Vicinity of the Radar(s), and / or
o Radar Logbook.

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Use of ARPA:

 Ensure speed input to ARPA is:

o From Speed log (Speed through water), or
o By manual entry, when log not available.
o Not from other sources like GPS.
 If speed log is inoperative, use ground speed corrected for relevant current/ river water speed etc.

Tests & Checks:

 Carry out Performance Monitor Test every watch.

 Monitor Radar Magnetron running hours as limiting factor.
 Record the result in Radar Log. (A numeric, percentage, graphical, or other measurement value).

!! In case of any deterioration in Radar’s performance:

- Immediately highlight to Master
- Initiate proper remedial action.

2.5 Steering / Auto pilot

 Also see Doc 5.5 Section 3 – Steering Gear Tests & Use of Autopilot

 OOW

Selecting the Steering System:

 Select the correct / proper steering system to (hand or auto) depending on:
o Proximity to Navigational hazards
o Traffic density
o Weather
o Visibility etc.

Operation of Autopilot:

 To ensure best performance and to keep vessels course without deviations:

o Make correct adjustments considering wind, tides, sea condition.
o Monitor rudder angle.

Off Course Alarm (Where fitted):

 Always use off-course alarm when under automatic steering.

 Test Off Course / Auto pilot alarm:
o At noon each day at sea, and
o Prior entering restricted waters

Changeover Procedures:

 Master
 Ensure:
o Changeover instructions are prominently posted near the ship's wheel
o Ensure officers are familiar with the changeover procedures.

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2.6 Gyro and Magnetic Compasses & Compass Error

2.6.1 Gyro Compass

 OOW

Operation:

 Keep gyro compass running continuously.

 Synchronize repeaters (including Radars and ARPA) with master gyro at least once a watch.
 Compare frequently the gyro readings to the magnetic compass readings.

Speed & Latitude Corrections:

 Apply speed & latitude corrections if there is no direct feed from GPS.
 Navigation Officer / Master

Maintenance:

 Carry out maintenance work, when vessel is in port (as far as practicable).
 Use and service strictly in accordance with the manufacturer’s instructions.
 Provide sufficient time to settle, on restarting after maintenance.
 Verify readings are correct after any maintenance work.

 For Compass Error see section 2.6.3

2.6.2 Magnetic Compass

 Navigation Officer / Master

Maintenance:

 Maintain in a good working order as per manufacturer’s instructions.

 Binnacles are kept covered when not in use.
 Binnacle foundations are inspected monthly.
 Check liquid magnetic Compasses for air bubbles. Remove as necessary.

Compass Deviation Card:

 Post the latest compass deviation card on the bridge.

Adjustment of Compass:

 Arrange adjustment of magnetic compasses by a certified compass adjuster when:

o It is first installed;
o Satisfactory operation of the compass is questionable.
o Ship undergoes structural repairs or alterations that could affect its permanent & induced
magnetism.
o There is addition, removal or alteration of electrical or magnetic equipment near compass.
o Recorded deviations exceed 5° (East or West).
o Compass shows physical defects.
o After vessel laid up or has been lying idle.
o 2 years have passed since the last Compass Adjustment by a certified compass adjuster.

When compass deviation card has expired and no technician available:

 Master may assess compass deviation with aid of Gyro compass & Known landmarks.

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 Arrange technician (when available) to prepare deviation card.

Effect of Impressed Current on Magnetic Compass

 For ship’s fitted with Impressed current cathodic hull protection systems:
o Swung ship and prepare deviation card with the system off
o Write notation to this effect on the deviation card
o In case of gyro compass failure, switch off the system until the gyro service is restored.

Spare Magnetic Compass

 If carried, ensure same is stored upside down to prevent wear on needle bearing

2.6.3 Compass Error & Compass Error Book:

 OOW
 Maintain an up to date, Compass deviation/error book.
 Determine compass error:
o Every watch at sea or at anchor,
o After a major alteration of course,
o As per master’s instructions.
 Use transits / leading lights, light sectors etc. to determine error when possible.
 Use celestial observations when at sea.
 Where a gyro repeater is used to take a bearing, compare the repeater with master gyro.
 Record dates of all compass adjustments in the Compass Error Book.

2.7 Course recorder

 OOW

 Ensure:
o Course recorder is:
 in operation, at all times, when underway or at anchor
 Operated on Coordinated Universal Time (UTC)
o Date / time is referenced at end of each watch.

 Course recorder rolls are:

o Stored onboard for 3 years.
o If removed early, maintain record

 In an event of accident:
o Remove entire course recorder roll
o Identify with the ship’s name and date in ink
o Signed by the Master and the officer on watch at the time of the accident
o Retain on board pending instructions from the Company.

2.8 Off Course Alarm

 Off-Course Alarm activates if there is a difference between:

- Set Course, &
- Actual heading of the vessel.

 OOW/ Master

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 Ensure, Off-course alarm is in operation at all times, when under Automatic steering.
 Do not use automatic pilot, if “Off Course” alarm is not in service.
 Adjust setting as appropriate to prevailing weather condition.

2.9 Sextants
 All Deck officers

 Maintain vessel’s sextants in an error free condition, as far as possible.

 Ensure thorough familiarity with:
o Use of sextant, &
o All applications in traditional navigation
 Whenever possible fix ship position using sextant. Compare such fixes with available electronic
position information.

 Maintain a sight book for the same

 Post height of eye table on the wheelhouse for easy reference

 Be aware of each sextant’s error, if any

 Sent ashore for maintenance/correction when necessary.

2.10 Chronometers
 Navigating Officer

 Synchronize chronometers to UTC.

 Check error of each chronometer against UTC, on a daily basis, using time signals.
 Record error in Chronometer Rate Book.
 For manual Chronometer:
o Wind with extreme care
o Batteries of quartz chronometers are to be changed at the manufacturer’s recommended intervals
o Serviced in accordance with Manufacturer’s recommendation.

2.11 Ship’s Clocks

 Navigating officer

 When underway, synchronize vessel’s clocks on Local Mean Time (rounded off).
 Synchronize clocks on Bridge and in Engine Room as follows:
o Every day, at noon time.
o Prior to departure.
o At end of sea passage.

2.12 Meteorological Observations, Instruments and Hydrometers

 Master / Navigating officer

 Check Barometer accuracy at least annually to known standards

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 Regularly check that the anemometer wind speeds and direction is corresponding to the actual wind
conditions observed. Where anemometer readouts are available in the CCR, check that these display
correct readings.
 Each vessel has a wet and dry thermometer. They are in the Stevenson Screen. Ensure the container
for the wet bulb thermometer has clean water
 Ships with instruments by Indian meteorological department are required to:
o Maintain list of such instruments
o Transmit meteorological observations to the meteorological department at regular intervals.

2.13 Binoculars
 Master / Navigating officer

 At all times, maintain atleast two pairs of binoculars on the bridge

 Ensure binoculars are kept in good condition
 For internal cleaning or adjustment, send ashore to authorized service provider.

2.14 Flags and Signals Equipment

 Navigating officer

 Maintain one complete set of International Code flags, ready for immediate use.
 Display up-to-date list of flags and shapes on the bridge.
 Keep required National ensigns at hand and ensure is:
o In good condition
o Flown from the stern flag post
o Hoist from sunrise to sunset, while in territorial waters.

!! Some countries may have special requirments on the location and duration to hoist the National Ensign.
Local requirement must be complied with.

 Hoist the Company House Flag at the main post, while:

o In port, and
o During the period the National Ensign is flown.

2.15 Sound Signals and Aldis Lamp

 Navigating officer

 Test daily (auto and manual mode) sound signals for good operational condition
 Maintain electric and automatic whistles in accordance with manufacturer’s instructions
 Maintain manual sound signalling devices such as bell, megaphone and gong with striker in good
condition
 Keep Aldis lamp batteries fully charged at all times
- Ensure lamp connectors on bridge wing are regularly tested
- Maintai at least 3 Nos of spare lamps / bulbs on board.

2.16 Pyrotechnics
 Navigating officer
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 Maintain in good condition in accordance with the regulations.

Disposal of Expired Pyrotechnics

 Disposed ashore as soon as possible, by one of the following means:
o Return to the supplier, directly or via their local representative;
o Handover to liferaft service station;
o Handover to the local Coastguard or Police.

 DO NOT fire the distress signals in any situation other than distress.

2.17 GMDSS Equipment

Responsibility
The 2/O is responsible for maintaining the GMDSS equipment in a fully operational condition.
The 2/O is the officer designated for emergency communications. The 3/O is the back-up officer.
The Master and OOW shall be familiar with the operation of the GMDSS equipment.

Restrictions and Limitations

The OOW has unrestricted access to all GMDSS equipment.

MF/HF Transmitter/Receiver
Keep a continuous watch on MF DSC distress frequency 2187.5 Khz
Switch off the MF/HF station during cargo and bunker operations and update in GMDSS Logbook

Sat-C
Keep Sat-C equipment always on to receive regular meteorological and navigation warnings.

Procedures to Display
Display near each radio equipment:
- Procedure to transmit a designated and undesignated distress alert
- Procedure to cancel a distress alert

GMDSS Logbook
The OOW shall maintain the GMDSS Logbook up-to-date.
Conduct tests and make entries as per instructions given in the logbook

2.18 VHF Radios

 OOW
Operation
 Ensure bridge VHF radio is in operation and properly monitored when vessel is:
o Underway or
o At anchor.
 Maintain a continuous listening watch as follows:
o At all times at Sea or at Anchor: VHF Ch - 16
o When in Port or VTIS area: Designated channels for the port/VTIS
 On tankers, during cargo or ballast handling operations, maintain VHF sets on low power (1 watt or
less).

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 Post notice to this effect near the equipment.

 Ensure two way portable GMDSS radios are are working and batteries within expiry.

Use of VHF for collision avoidance

!! Pay extreme caution, if VHF contact is deemed necessary to determine manoeuvring intention of other
vessels. It can lead to serious misunderstandings even when there is NO language barrier.

 In case of any Risk of Collision:

o Primarily comply with the COLREGS,
o Do Not rely on VHF agreements.

 Use of VHF for Collision Avoidance is strongly discouraged.

2.19 Voyage Data Recorder (VDR)

General

 The data in a VDR is solely owned by the company.

 Keep VDR ‘ON’ at all times.

Recovery of VDR information Post Incident:

 OOW / Chief Engineer / 2nd Engineer

 In case of an incident:
o Preserve all VDR information recorded up to time of incident as soon as possible.
o Take responsibility to carry out recovery, as Master may not be able to act timely.

 It is important that the preserved VDR data is available for the investigators.

 Master / OOW
 If abandoning vessel during an emergency, where time & other responsibilities permit:
o Preserve the VDR information, and
o Pass it on to the investigators.

Display on the Bridge:

 Navigation Officer
 Post conspicuously on bridge:
o Copies of makers’ operation manual detailing the procedure for copying and storing data.
o Master’s Standing orders on the above procedure.
 Post a notice on the radar which has output to VDR, stating below:

!! “To be kept ON in all congested waters including congested anchorages and in all coastal waters.”

Training & Familiarization:

 Master
 Ensure the Bridge Team is familiar with instructions in “user manual” on how to preserve VDR data.

Annual Performance Check and Certification:

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 Ensure inspection is conducted by an approved testing or servicing facility and beacon battery is valid.

2.20 Long-Range Identification and Tracking (LRIT)

LRIT System:

 LRIT system:
o Provides for the global identification and tracking of ships.
o Consists of:
 Shipborne LRIT information transmitting equipment.
 Communication Service Provider(s) (CSP).
 Application Service Provider(s) (ASP).
 LRIT Data Centre(s), including any related Vessel Monitoring System(s).
 LRIT Data Distribution Plan &
 International LRIT Data Exchange.

Sharing of LRIT information:

 LRIT Information is:

o Requested by Search and Rescue services (who are entitled to receive).
o Provided to Contracting Governments:
 Through a system of National, Regional, Cooperative and International LRIT Data Centers.
 Using International LRIT Data Exchange where necessary.

LRIT terminal onboard:

 LRIT terminal must be able to:

o Transmit following minimum information set in an Automatic Position Report (APR):
 Identity of the ship
 Position of the ship
 Date and time of the position.

 Respond to polling for an on-demand position report.

 Immediately modify the APR interval to a frequency of a maximum of one every 15 minutes.
 APR's will be transmitted as a minimum 4 times per day to either:
o A National Data Centre (NDC)
o A Cooperative Data Centre (CDC) or
o A Regional Data Centre (RDC) nominated by the Flag.

Testing & Certification:

 Shipborne LRIT equipment is:

o Considered as a part of the radio equipment &
o Tested and certified by a Service Provider (ASP), authorised by Flag state when an LRIT is:
 Installed,
 Replaced, or
 Renewed.

 ASP also issues ‘LRIT Conformance Test Report’ on behalf of Flag for terminals satisfying requirements.

2.21 Automatic identification systems (AIS)

Operation:

 Master

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 Ensure AIS is always in operation when ships are underway or at anchor.

 Consider switching off the AIS only if:
o Vessel’s safety and security may be compromised.
o Security incident is imminent.

Precautions Before using AIS:

 OOW
 Fully understand the basic principle of its operation.
 Familiarize with operation of equipment.
 Refer to AIS manufacturer operation manual for correct operation of equipment.
 Follow guidelines for correct interpretation of displayed data.

!! Be aware that:
 Other ships, in particular leisure craft, fishing boats and warships, and some coastal shore stations
including VTS centres, might not be fitted with AIS.
 AIS fitted on other ships might, under certain circumstances, be switched off.
 In other words, the information given by the AIS may not be a complete picture of the situation around
the ship.

If Switching Off, When Ship is Operating in a Mandatory Reporting System:

 Master
 Do so, only if safety and security would further be compromised.
 Report this action with reasons to the competent authority.
 Record action and reasons in ship’s logbook.
 Restart as soon as the source of danger does not exist.

Operation in Port:

 OOW
 Comply with port requirements.

Data Input at Start of Voyage:

 OOW
 Manually input following data at the start of a voyage or whenever changes occur:
o Ship’s draught
o Hazardous cargo
o Departure, destination & ETA
o Route plan (way points)
o Correct navigational status, and
o Short safety-related text messages.

Periodic Verification of Data:

 OOW
 Verify own ship's static information is correct and up to date.
 Periodically check following dynamic information:
o Positions given according to WGS 84.
o Speed over ground, and
o Sensor information.

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 Record the regular checks made of static and dynamic data.

 Change data only on the authority of the master.
 Do not use AIS and VHF for Collision avoidance.
Binary messages

 The Saint Lawrence Seaway uses AIS binary messages (message type 8) to provide information about
water levels, lock orders, and weather in its navigable system.

2.22 Bridge Navigational Watch Alarm System (BNWAS)

Purpose:

 To Monitoring awareness of the OOW & detecting operator disability.

Function:

 It works by making series of indications and alarm to alert the OOW

 If OOW does not respond, it alerts Master or another qualified person.
 It also provides OOW with means of calling for immediate assistance if required.

Dormant Period:

 Dormant period is:

o The period selected, within which BNWAS monitors OOW without triggering an alert.
o Counted down from the moment that system is switched on.
o When Dormant Period is completed without OOW’s reset, BNWAS system activates the alert
stages.
 Master
 Select a dormant period, with duration being on safe side with respect to applicable requirements.
 Keep the adjustment keys in his custody.
 Entries for switching on and off to be made in the bell book / deck log book

!! Only Master is authorised to change BNWAS settings or operation mode.

!! It should not be possible to initiate the reset function or cancel any audible alarm from any device,
equipment or system not physically located in areas of the bridge providing proper look out.

Operation:

 Operate BNWAS in the following 2 modes:

No. Mode BNWAS is Required

At all times when bridge is manned during underway or at

1 Manual ON Always in operation
anchor.

Turned off When the Bridge is not manned, e.g while vessel is alongside
2 Manual OFF
completely made fast to berth or to SBM

 Never use BNWAS in the automatic mode, despite function being available.

2.23 Navtex
Purpose
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 Provides maritime safety information in coastal waters automatically, which includes:

o Navigational warnings,
o Meteorological warnings and forecast.
o Piracy warnings.
o Other urgent Maritime safety information.

Operating Parameters

 Mode of operation: Uses Radio Telex or Narrow Band Direct Printing for broadcasting.
 Maximum Range: About 400 NM from Broadcasting station.
 Frequency:
o 518 KHz – English
o 490 KHz – Local Broadcasts in National Language

Selection of Navtex Stations

 The navigable waters around the world are divided in NAVAREAs. For details see ALRS Vol 3 &5.
Each NAVAREA is covered by multiple NAVTEX stations

 NAVAREA stations can be selected:

o Manually by operator
o Automatically by receiver according to area of vessel’s transit (if equipment fed with GPS).
 Select reception from all stations, covering service area, to ensure no vital information is missed.

!! When on Auto mode, operator must confirm that Receiver has shifted to next station when vessel
crosses previous NAVAREA limit.

Navtex Message Format

 NAVTEX messages have following format:

o ZCZC B1B2B3B4 (For example: ZCZC PE37)
o MESSAGE TEXT (Message text begins with Transmitter name and time of transmission)
o NNNN

Code Denoted by Meaning / identifies

ZCZC  Start of Message
 Identity of NAVTEX shore station.
B1 Letter A - Z  Used by receiver to reject messages from station of no concern.
 Message Subject indicator.
B2 Letter A - Z  Used by receiver to reject messages which are of no concern
B3B4 00 - 99  Serial number of messages.
NNNN  End of message.

Managing Navtex Warnings

 NAVTEX may or may not be integrated with ECDIS.

 For management of Navigational Warnings received through Navtex, see:
o Doc 5.8 Sec 2.4 – For ECDIS
o Doc 5.8 Sec 3.3.4 – For Paper Charts

2.24 Navigational Lights

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Requirement Related to Action Required

Operation:  Keep lights switched on at all times when vessel is underway.

 Prior getting underway.
Operational  At Noon each day.
Test  Confirm both Primary & backup bulbs are operational and there is
no alarm on the light panel.
Testing
Frequency:  Weekly
 Ensure activation of alarm, by removing a fuse or an alternate
Fuse Test
method as per the manufacturer.
 Ensure this procedure is displayed/ available on the bridge.
 Immediately revert to spare light.
 Inform Electrician.
If any of the light is burned,
 Have burned out Light (bulb) replaced:
when underway:
- Immediately if occurred during daylight hours.
- Next day if occurred during hours of darkness.
 Inform Electrician and Master.
If both (main and spare)  Restore operating condition of navigation lights immediately.
lights are burned:  During this period, vessel cannot display navigational lights at night.
 Advise nearby vessels via VHF accordingly.

2.25 Speed Log

Factors affecting Speed Log Accuracy

 Be aware of the conditions that may affect speed log accuracy:

o Rough weather.
o Reduced UKC
o Other technical errors specific to the type of the speed log.

 Refer to Maker’s manual for details on the conditions affecting accuracy of equipment.

Doppler Speed Logs

 For doppler speed logs with options for ‘Ground Track’, ‘Water track’ and ‘Auto’:
o Pay caution to the mode set; &
o Use appropriate mode eg. Water track for collision avoidance.

2.26 Clear view screen/Window wipers

Same to be checked for operation. Malfunction if any to be reported to office.

2.27 Telegraph Data Recorder

Check the RPM recorder or telegraph data recorder for alignment of the clock, at noon and before
departure.
During pre-departure test, confirm that the vessel has sufficient recording paper and ink supply.
The time on the data recorder shall be either UTC or ship’s time, as per the manufacturer’s specification.

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3 NAVIGATIONAL EQUIPMENT CHECKS & FAILURE PROCEDURES

3.1 Failure / Malfunction of Navigation Equipment

 OOW
 Inform Master immediately when a failure is noted.
 Arrange Electrician to:
o Check / inspect the equipment.
o Identify the failure cause and / or Repair it.
 Master
 Inform Company through unscheduled audit within Master’s online Navigation Reporting System.
 Complete from ID-NAV-14 – Maintenance of Navigation and Communication Equipment

 If an operational failure of equipment identified as ‘critical’, refer to the procedure related to the
maintenance of critical equipment.

 Technical department (in cooperation with reputable authorized technicians)

 Examine/ follow up the request.
 Arrange to provide:
o Remote trouble shooting.
o Technical assistance.
o Repairs and / or Spare parts.

3.2 Recording and Reporting of Recurring Defects

 Master

 From ID-NAV-14 – Maintenance of Navigation and Communication Equipment

 At the end of each quarter, complete the form and send to the technical department.
 Record all defects in the last 12 months.
 Technical department
 Review all the recurring defects for the fleet
 Check for any commonality of defects within any specific make / model
 Take appropriate corrective action to prevent further equipment failure.

3.3 Failure of Specific Equipment

3.3.1 General
 Actions stated below for each equipment are:
o Indicative and by no means exhaustive
o Provided as guidance for the operators, to carry out their duty.
 At master’s discretion, carry out the actual procedure on a case-by-case basis depending on:
o Circumstances
o Timing
o Trade
o Crew.

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3.3.2 G.P.S. Failure

 If close to land, fix position by taking:
o Radar bearings and distances, and
o Visual bearings of conspicuous landmarks.
 Use sextant to obtain:
o Astronomical observation and fix position.
o Vertical or horizontal angles if a proper landmark is available.
 Use echo sounder if available to:
o Confirm position or
o Verify with depth contours.
 Observe change of sea color that usually occurs in shallows.
 Make manual inputs of data required in Bridge equipment and provided by G.P.S.
 Check Chart datum to be the correct one.

3.3.3 Radar Failure

 Post a good lookout.
 Transmit sound signals.
 Monitor position constantly by G.P.S. & visual bearings when close to land.
 Use AIS fully to monitor vessel traffic.
 Check position with alternative methods described above.

3.3.4 Gyro Compass Failure

 Ensure vessel on “Hand steering”.
 Maintain course with Magnetic Compass.
 Re-arrange Bridge watches with one additional A.B (in case of single watch).
 Calculate magnetic Compass deviation at regular intervals.
 Fit Azimuth circle on magnetic compass to obtain required bearings.
 Fix position at close intervals by G.P.S, radar or visual observations.
 Set ARPA’s heading manually.
 Have radars operate in relative mode & process bearings / observations accordingly.

3.3.5 Echo Sounder Failure

 Keep maximum possible safe distance from land, shallow waters, wrecks etc.
 Take manual sounding where applicable.
 Reduce speed If navigating in restricted or shallow waters.
 Give timely notice to E.R for emergency maneuvering.
 Have vessel on “Hand steering” if required.

3.3.6 Navtex / Weather Fax Failure

 Monitor and record regularly the following, if no weather report available:
 Barometer or barograph reading.
 Wind / sea state.
 Use Statcom C to obtain weather forecast information.

3.3.7 ECDIS Failure (both hardware and software)

 See Doc 5.9 for details.

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4 FORMS
 ID-NAV-18 – Bridge Daily Test – At Sea
 ID-NAV-14 – Maintenance of Navigation and Communication Equipment

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CHAPTER 5.8 – CHARTS AND PUBLICATIONS MANAGEMENT

Table of Contents
1 COMPANY POLICY ON CHARTS & PUBLICATIONS................................................................................................2
2 MANAGEMENT OF ELECTRONIC CHARTS & PUBLICATIONS................................................................................. 3
2.1 LICENSES AND PERMITS BASIC INFORMATION................................................................................................................ 3
2.2 COMPANY’S AGREEMENT WITH AUTHORIZED CHART SERVICE PROVIDER............................................................................ 3
2.3 ORDERING & UPDATING ELECTRONIC CHARTS............................................................................................................... 3
2.3.1 Auto Ordering / Activating of ENC.............................................................................................................. 3
2.3.2 Recordkeeping............................................................................................................................................ 3
2.3.3 Checking for Status of ENCs........................................................................................................................ 3
2.3.4 Risks Involved & Precautions While Updating ENCs................................................................................... 4
2.3.5 README.TXT File......................................................................................................................................... 4
2.4 UPDATING T& P NOTICES, EPNMS & NAVIGATION WARNINGS & USE OF AIO.................................................................. 5
2.4.1 Temporary and Preliminary (T&P) NTM...................................................................................................... 5
2.4.2 ENC Preliminary Notices (EPNMs)............................................................................................................... 6
2.4.3 Navigational warnings (NAVAREA).............................................................................................................. 6
2.4.4 Procedure for Loading Admiralty Information Overlay (AIO) on to ECDIS.................................................. 7
2.5 MANAGEMENT OF ELECTRONIC PUBLICATIONS (E-PUBLICATIONS)......................................................................................7
2.6 MANAGEMENT OF PAPER CHARTS (FOR EMERGENCY IN CASE OF ECDIS FAILURE)................................................................7
3 MANAGEMENT OF PAPER CHARTS & PUBLICATIONS.......................................................................................... 9
3.1 GENERAL................................................................................................................................................................ 9
3.2 CHART ROOM MANAGEMENT SYSTEM......................................................................................................................... 9
3.2.1 General........................................................................................................................................................ 9
3.2.2 If there is a change in vessel’s trading area or destination......................................................................... 9
3.2.3 Requesting Charts locally if required at Short Notice................................................................................. 9
3.2.4 Procurement of Charts & Publications...................................................................................................... 10
3.3 CORRECTIONS OF CHARTS AND NAUTICAL PUBLICATIONS............................................................................................... 10
3.3.1 Correction of Charts with Tracings............................................................................................................ 10
3.3.2 Temporary and Preliminary Notices..........................................................................................................11
3.3.3 Correction of Nautical Publications...........................................................................................................11
3.3.4 Radio navigational warnings..................................................................................................................... 12
3.3.5 General Instruction – Guidelines for chart correction.............................................................................. 12
4 FORMS............................................................................................................................................................. 13

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1 COMPANY POLICY ON CHARTS & PUBLICATIONS

 Company policy requires vessel to Carry Charts / ENCs and Nautical Publications:
o For every stage of intended voyage, &
o Corrected up to date with latest official Notice to mariners (NTM).
 Include latest editions of the following publications onboard (Electronic or Paper):
o List of Lights.
o Lists of Radio Signals.
o Sailing Directions (Pilot Books).
o Tide tables and Tidal Stream Atlases.
o Ocean Current Charts.
o Notices to Mariners or Information Bulleting issued by National Hydrographic Service.
o Nautical Almanac.
o Navigation Tables.
o Ship’s Routing Manual (IMO).
o NP 100 The Mariner’s Handbook.
o International Code of Signals.
o Merchant Shipping Notices (Governmental issue).

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2 MANAGEMENT OF ELECTRONIC CHARTS & PUBLICATIONS

2.1 Licenses and Permits Basic Information

Chart licenses:

 Separate ENC and RNC Licenses are produced by the Hydrographic Office.
 These Limit access to those charts that users are authorized to operate.
 The license is system specific for each ECDIS (or ECDIS ship-fit).
 License Number is also used to order additional charts for that system.

Chart permit:

 RNCs and encrypted ENCs require a chart specific Permit to be used in the system.
 Each chart Permit is associated with the License for a particular system.
 The Permit:
o Can be provided on a CD or by email,
o Is updated:
 To reflect changes in Permit permissions, or
 When new charts and new editions of charts are published.

 Only the most recent Permits need to be installed on the system.

2.2 Company’s Agreement with Authorized Chart Service Provider

 Company has an agreement with C&C Marine for the management and supply of:
o Paper charts
o Electronics charts (AVCS, AIO) &
o Digital publications (ADP, e-NP).
 C&C Marine service facilitates Online update of ENC with AIO, permits and licenses.

2.3 Ordering & Updating Electronic Charts

2.3.1 Auto Ordering / Activating of ENC
 All company vessels are fitted with Mariner planning station software.
 As per this software:
o Vessel to raise a request directly to the supplier.
o Supplier, after the review, send an email to the operation department for approval.
o Once approved, the licence is immediately sent to the vessel.

2.3.2 Recordkeeping
 Navigation Officer
 Maintain record for each ECDIS indicating the:
o ENCs installed &
o Weekly updates applied.

2.3.3 Checking for Status of ENCs

 Navigation Officer
 Check status of ENCs:
o Prior start of planning

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o At the review stage

o At regular intervals during the voyage.
 Whenever a new permit is required for passage execution, request same through operations
department.
 Closely monitor the ENC outfit during the update process.
 Look for withdrawal / replacement of ENCs by service provider.
2.3.4 Risks Involved & Precautions While Updating ENCs

 Company recommends carrying out updating, while ship is alongside.

Hazards Involved with Updating when Ship is Underway:

 Updating process can be lengthy.

 If updating while under way, it can have safety implications such as:
o Some systems may permit updating, only after turning off safety monitoring.
o Updating utilizes capacity of the computer and hence diverting from its primary task.
o All existing routes will need to be re-checked following an update.
 An ECDIS, not updated correctly and regularly, may not meet the chart carriage requirements as per
SOLAS regulation V/19.2.1.4.

 Do not remove any ENC from ECDIS, without Master's approval.

If it is deemed necessary to update ECDIS while underway:

 Ensure following:
o Update the primary ECDIS,
o After installing updates, verify the proper operation of Primary ECDIS,
o Update the secondary ECDIS,
o After installing updates, verify the proper operation of Secondary ECDIS.

On Completion of All Updates On ECDIS

 Randomly select some ENC to conduct a spot check.

 Check that corrections, new editions and new charts have updated correctly on all systems:
 Record results in the chart corrections log.

!! OOWs are responsible for ensuring that all ECDIS are updated correctly.

 All deck officers including Master must be familiar & able to update Vessel’s ENCs into ECDIS system.
Always refer to Makers’ Operating Instructions & to instructions issued by the ENCs service provider

2.3.5 README.TXT File

General Information:

 README.TXT file:
o Is included by all ENC service providers:
 Within their ENC exchange sets.
 As part of the AVCS weekly update
o As a minimum includes general information provided by ENC producers.
 Often contains important safety related information, such as:
 Details of overlapping ENC data.
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 Any new examples of significant ECDIS display anomalies or

 Details about ENC accuracy and datum issues.

Structure of README.TXT file:

Section Description
Additions to the file from the previous week to allow the reader to quickly
Latest corrections:
see what’s new
General caution: Information about general issues regarding ECDIS and ENC data

Specific caution: Information related to the ENC data from specific producer nations.
Details of any ENC cells:
Withdrawn ENCs: - UKHO has removed from sale for safety reasons &
- Which need removal from ENC database
AVCS service information: information that is specific to UKHO own integrated ENC service

Note: The README.TXT file may be found in NAVSTICK at INFO/AIO/ENCROUTE route path.

2.4 Updating T& P Notices, EPNMs & Navigation Warnings & Use of AIO
2.4.1 Temporary and Preliminary (T&P) NTM

General Information:

 UKHO issues a weekly bulletin of T&P NMs which contains temporary navigational information.
 Like UKHO, Hydrographic Offices around the world issue NTM to update their charts.
 Some of them include T&P Notices in their ENCs itself while others do not.
 UKHO adds the temporary information to the ADMIRALTY Information Overlay (AIO) if:
o The producer nation has not included the temporary information in their ENCs, &
o UKHO has issued a T&P NM for an equivalent scale paper chart.

 Status of countries which include T&P NMs in their ENCs can be seen through the link:
https://www.admiralty.co.uk/AdmiraltyDownloadMedia/AVCS/ENC-TandP-NM-Status.pdf

 AIO does not include following T&P NMs that only:

o Relate to paper charts.
o Refer to non-navigational charts e.g. Port Approach Guides & Maritime Security Charts.
 Each NM carries the same NM number used in the Admiralty Notices to Mariners bulletin.
Display:

 The T&P NMs are displayed as polygons over the ENCs on the ECDIS.
 Full text of NM is included as a linked text file which can be displayed using ECDIS Pick Report by
selecting:
o 'Temporary Notice to Mariners' or
o 'Preliminary Notice to Mariners'

Caution Points:

 AIO may not contain all T&P NMs issued by the ENC producer.
 There may be a time delay between:
o Publication or cancellation of national T&P NMs and
o Publication or removal of the equivalent ADMIRALTY T&P NMs.

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 For procedure to load AIO (with T&P NMs) see Section 2.4.4

2.4.2 ENC Preliminary Notices (EPNMs)

General Information:

 In addition to T&Ps, UKHO makes the ENC Preliminary (EP) NMs available in AIO.
 These highlight navigationally significant differences between:
o ENCs, &
o ADMIRALTY paper charts.
 These NMs are displayed in the same way as T&P NMs.
(as a polygon with a hatched fill which indicates the area affected by the NM.)
 Each NM is allocated a unique EP NM number and is exclusive to AIO.
 The full text of the NM can be viewed in the ECDIS Pick Report.
 Additional information may be needed to explain the NM.
 If so, an associated picture file displays the ENC superimposed over current paper chart information.

 For procedure to load AIO (with EPNMs) see Section 2.4.4

2.4.3 Navigational warnings (NAVAREA)

General Information:

 NAVAREA warnings are transmitted by multiple sources such as:

o Satellite communications (for example, SAT C telex),
o NAVTEX receiver,
o Radio broadcast.
o Weekly Notices to Mariners etc
 These are by nature more short term and urgent than T&P notices.
Marking on ECDIS

 Navigational warnings may be marked on ECDIS through following means or their combination:

Type of Means Remarks

1. Integration with the source equipment (if Here the warnings get transferred automatically as they
available) e.g. with NAVTEX. are generated in source equipment e.g. NAVTEX
2. Updating through AIO. See procedure in section 2.4.4

3. Using ECDIS “manual updating” functionality Manually annotate ENCs with the content of these
warnings to display together with planned route.

 Deck Officers should be conversant with the method for:

Ÿ Entering manual updates, &
Ÿ Creating alarms where necessary.

 Navigation Officer
 Ensure all navigational warnings which are relevant to the voyage are plotted on ECDIS.
 Irrespective of the source
 When preparing the passage Plan, maintain adequate records to indicate:
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o Checking of all navigation warnings &

o Application of the relevant ones to the Passage Plan.

2.4.4 Procedure for Loading Admiralty Information Overlay (AIO) on to ECDIS

 For more information on AIO, see Doc 5.9 Section 3.4

 Navigation Officer

Frequency of Updates:

 Carry out an update for all ECDIS units after:

o Import of a new permit, and
o Update of electronic charts.
 Follow the upload procedures in accordance with the manufacturer’s instructions.

Recordkeeping:

 On completion of above updates, make separate record indicating:

o ENCs installed with updates &
o Weekly update applied.
 Complete checklist ID-NAV-19 – ECDIS Setup.
Verification of Updates:

 Upon insertion of T&Ps & Nav Warnings:

o Another bridge officer must verify above are lodged correctly.
o Master must further evaluate the results by randomly spot checking above.

2.5 Management of Electronic Publications (e-publications)

 Shipboard nautical publications are being replaced by their electronic versions.
Requirements for Carrying:

 Vessels may be provided with e-Publications instead of the conventional ones provided that:
o Latest versions (e-NP and Digital Publications) are available.
o Regularly updated with appropriate digital updates.
o Duplicates of all updated e-Publications onboard, are available on a backup secondary PC.
o Safety Equipment Certificate is appropriately endorsed that:
 Authorizes use of e-Publications &
 Full back-up is provided.

Updating:

 Update both the primary & backup electronic publications as per the weekly correction updates.
 Use the e-publications management Software for the same.

2.6 Management of Paper Charts (For Emergency in case of ECDIS Failure)

 This section is applicable for vessels with ECDIS as both Primary & Secondary Means

General

 Navigating Officer

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 For vessels trading on fixed route and region, maintain adequate number of
paper charts of ports and harbours of call
Carriage Requirement:  Ocean Plan Charts For Trading Area (4000 series)
 Mariners Routeing Guide (5500 series)
 Maritime Security Chart (Q series)
Correction
 Keep above Paper charts corrected up to date.
requirements:

Source of NTM
 Receive thorough C&C Marine (Weekly).
Corrections:
Chart Correction
 Follow guidelines of Admiralty NP 294
Process:
Chart Correction Log:  Maintain Chart Correction Log NP 133a

Maintaining Latest Editions

 Navigating Officer

 Refer to the list for New Editions charts, as produced by C&C Marine,

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3 MANAGEMENT OF PAPER CHARTS & PUBLICATIONS

3.1 General
 This section is applicable if using paper charts as Primary or Secondary means of Navigation.
 Vessel uses charts issued by:
o BA- BRITISH ADMIRALTY,
o USCG- American HYDROGRAPHIC OFFICE / DEPARTMENT OF DEFENCE / USA.
o Local authorities, when considered necessary by Master.

3.2 Chart Room Management System

3.2.1 General
 Company has adopted an automatic Chart & Publications Update, follow up & correction system.
(Chart Room Management System)
 In this system:
o Vessels are divided in groups based on voyages/trading area they operate in.
o Each vessel is issued with a specific CHART AND PUBLICATION outfit.
 Master / Navigation Officer
 Maintain the charts in folios as per Chartroom Management index.
 Correct the charts in following sequence / priority:
o Intended Voyage Charts
o Voyage Trading Area Charts &
o Rest Areas Charts.

3.2.2 If there is a change in vessel’s trading area or destination

 Master
 Instruct deck officers on the:
o Reactivation of whole or parts of Sleeping folio (where required).
o Areas to focus chart correction on.
 Assess possibility of timely completion of chart correction.
 Request office immediately for a new set of updated charts if certain charts are:
o Unavailable or
o Not usable
 Do not proceed on a voyage, without the necessary charts and publications for the route.

3.2.3 Requesting Charts locally if required at Short Notice

 Master has the authority to request any paper chart needed locally on urgent cases in order to
perform the intendent route.

 On receipt of a paper chart, that is not supplied through vessel’s charts supplier, inform the company
to:
o Update vessel’s folio &
o Evaluate and consider inclusion into a designated paper chart folio.

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3.2.4 Procurement of Charts & Publications

 Company has contracted a “Chartroom management provider/subcontractor” to:
o Automatically supply vessel with:
 Notice to Mariners (Admiralty & US).
 Relevant tracings.
 New editions of Charts, Nautical publications & International publications.
o Provide:
 Automatic replacement procedure.
 An update of the outfit every 6 months.

 Navigation Officer/ Master

 Make timely request for charts/Publications:
o To ensure full coverage for a voyage.
o In any special cases e.g. Voyage to an area not covered by the chart index or Chart index was
damaged etc.

3.3 Corrections of Charts and Nautical Publications

 Strictly follow the instructions in publication NP 294.

3.3.1 Correction of Charts with Tracings

Basic Information on Tracings:

 Vessel is supplied with correction tracings:

o Along with weekly Notices to Mariners.
o That correspond to all corrections published in Notices to Mariners.
 The tracings are:
o Used in conjunction with the Notices to mariners.
o In order of corresponding chart numbers.
 Within the Tracing:
o Following is marked:
 Number of the chart on the right side.
 Correction number in the middle &
 Previous correction number on the left.
o Corrections are surrounded with a continuous line.
o Any indications to be deleted are included in a closed line &
o The picture to be obtained is covered by diagonal lines.

Correction Procedure:

 Navigation officer
 During the correction of the charts:
o Separate the tracings in relation to each folio &
o Identify charts that require correction.
 Make required correction by matching together each tracing with the corresponding area on the chart,
 Insert correction, using a sharp pencil.
 Verify if the present correction number corresponds to the previous correction entered on chart.
 Record the same in:
o "Small Corrections" on the margin of the chart &
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o Chart Correction Book.

 On completion of correction, keep used tracings together with the NTM.
3.3.2 Temporary and Preliminary Notices

 Strictly follow Section 1A, of Admiralty publication NP 294 CH 2.

Basic Information:

 These are:
o Indicated by (T) or (P) after the notice number.
o Placed at the end of Section II of the WNM.
 They are printed on one side of the paper in order they can be cut up and filed.
 To assist in filing:
o The year is indicated after the notice number &
o A list of in-force notices is published monthly.

Correction Procedure:

 Navigation officer
 Update affected voyage charts in pencil on receipt.
 Maintain notices on Bridge.
3.3.3 Correction of Nautical Publications

 Strictly follow Section 1, of BPG CH.2.

 Navigation officer
 Insert corrections in corresponding publications.
 When New editions are received onboard:
o Correct and keep up to date.
o Transfer relevant correction into new edition, previously inserted into old edition.
o Keep previous editions onboard for a reasonable time, for above transfer.
 Make following corrections:
o Sailing Directions:
 From section IV of NTM.
 Maintain record in a file on bridge, named “Corrections to Sailing Directions”
o Lists of Lights and Fog Signals:
 From section V of NTM.
 Record correction index provided at the back cover of each volume.
o Lists of Radio Signals:
 From section VI of NTM.
 Record in correction index provided in page iii of each volume.
o Tide Tables:
 From Annual Summary of Admiralty Notices to Mariners for year in progress.

3.3.4 Radio navigational warnings

 Section III of every weekly NTM contains radio navigation warnings including lists of:
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o NAVAREA.
o HYDROLAND &
o HYDROPAC messages.
 Detach these from NTM and:
o Keep in file named “RADIO NAVIGATIONAL WARNINGS”, on bridge &
o Include insertions for correction of charts.
 In addition, Navigational Warnings may be received from other sources such as Navtex, EGC, VHF etc

 OOBW
 Upon receipt of navigation warnings affecting the voyage, mark by pencil on the paper chart to ensure:
o There is clear record &
o Other OOWs can clearly see any new plotted danger.

3.3.5 General Instruction – Guidelines for chart correction

 Strictly follow the instructions in publication NP 294 CH.4 and 5.

 Navigation officer
 Consult “THE CUMMULATIVE LIST OF ADMIRALTY NOTICES TO MARINERS”:
o Check if any corrections were missed.
o Compare with “chart and publication” corrections done.
 On receipt of “NOTICES MARINERS” and “CHARTS & NAUTICAL PUBLICATIONS”:
o Compare and check the old edition with the new &
o Withdraw the replaced chart / publication.
 When inserting a change in the chart corrections books:
o Write the date in RED ink &
o Correction number in BLACK.
o Do not use pencil.
 As per Company Policy:
o Give correction of voyage Charts priority over the rest.
o Maintain record of all corrections in the Charts Correction Book.
o File:
 ²NOTICE TO MARINERS² as per date and serial number.
 TRACINGS by folios in serial number 0-200, 201-400 and so on.

 Master
 Verify the above for:
o All voyage charts &
o Other charts through random checks.

4 FORMS
 ID-NAV-19 – ECDIS Setup

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Table of Contents
1 INTRODUCTION AND COMPANY’S POLICY ON ECDIS USE.................................................................................... 4
1.1 INTRODUCTION........................................................................................................................................................ 4
1.2 PURPOSE................................................................................................................................................................ 4
1.3 BASIC INFORMATION ON ELECTRONIC CHARTS................................................................................................................4
1.4 ASSOCIATED LEGISLATION.......................................................................................................................................... 6
1.5 COMPANY’S POLICY ON THE USE OF ECDIS....................................................................................................................6
1.6 EQUIPMENT CERTIFICATE FILLING................................................................................................................................ 7
1.7 ASSESSMENT OF RISKS ASSOCIATED WITH THE INTRODUCTION OF ECDIS USE ON BOARD........................................................ 7
2 TRAINING & FAMILIARIZATION........................................................................................................................... 7
2.1 ECDIS TRAINING REQUIREMENTS................................................................................................................................ 7
2.2 ECDIS SHIPBOARD FAMILIARIZATION........................................................................................................................... 8
2.3 ECDIS RELATED DRILLS............................................................................................................................................. 8
2.4 CONTINUOUS SHIPBOARD AWARENESS & UNDERSTANDING............................................................................................. 8
3 USE OF ECDIS IN NAVIGATION............................................................................................................................ 8
3.1 MANAGING SITUATIONAL AWARENESS WITH ECDIS....................................................................................................... 8
3.2 OVER-RELIANCE ON ECDIS........................................................................................................................................ 9
3.2.1 Dangers from over-reliance on ECDIS..........................................................................................................9
3.2.2 Establishing Key Decision-Making Processes in an ECDIS environment...................................................... 9
3.2.3 General Precautions against Over- Reliance on ECDIS................................................................................ 9
3.2.4 ECDIS Anomalies........................................................................................................................................ 10
3.2.5 GNSS / GPS input on ECDIS........................................................................................................................ 10
3.2.6 Proving ECDIS Correct................................................................................................................................ 10
3.3 APPLICATION OF RADAR INFORMATION OVERLAY (RIO) IN SUPPORT OF FIXING..................................................................10
3.4 USE OF ADMIRALTY INFORMATION OVERLAY (AIO) (WHEN APPLICABLE)........................................................................... 11
3.4.1 Basic Information....................................................................................................................................... 11
3.4.2 AIO Coverage............................................................................................................................................. 11
3.5 USE OF ECDIS FOR COLLISION AVOIDANCE..................................................................................................................11
3.6 ZONE OF CONFIDENCE (ZOC) & CATEGORY OF ZONE OF CONFIDENCE (CATZOC).............................................................. 12
3.6.1 Category of Zones of Confidence in Data – ZOC Table (CATZOC).............................................................. 12
3.7 COMMUNICATION AND TERMINOLOGY....................................................................................................................... 13
3.8 CHARTING AND RCDS MODE................................................................................................................................... 14
3.8.1 General...................................................................................................................................................... 14
3.8.2 Limitations when Using RCDS Mode (RNC)............................................................................................... 14
3.8.3 Hierarchy of Using Chart Modes / Operating in Area without ENC Coverage........................................... 14
3.9 HANDOVER ROUTINE.............................................................................................................................................. 14
4 ECDIS VESSEL SETTINGS.................................................................................................................................... 15
4.1 GENERAL.............................................................................................................................................................. 15
4.2 SYSTEM CONFIGURATION......................................................................................................................................... 15
4.3 ECDIS DISPLAY...................................................................................................................................................... 17
4.3.1 Display Modes........................................................................................................................................... 17
4.3.2 Information layer set up procedure.......................................................................................................... 17
4.3.3 Below recommendation to be selected by the OOW for each leg of the passage.................................... 18
4.3.4 Colour Palettes.......................................................................................................................................... 19
4.3.5 Display Orientation.................................................................................................................................... 19
4.3.6 SCAMIN and Display Scale......................................................................................................................... 19
4.4 ENC SCALE RANGES................................................................................................................................................ 20
4.5 SENSOR INPUTS...................................................................................................................................................... 21
4.6 SELECTION OF SENSORS........................................................................................................................................... 22
4.7 INCORPORATION OF TURN RADIUS AND WHEEL OVER POINTS..........................................................................................22
4.8 ENC FEATURES AND DATE / TIME............................................................................................................................. 23
4.9 LEG CHARACTERISTICS.............................................................................................................................................. 23
4.10 TIDAL CORRECTION................................................................................................................................................. 24
4.11 MARINER’S NOTES................................................................................................................................................. 24
4.12 PRESENTATION OF DATA.......................................................................................................................................... 24

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4.13 MAN OVERBOARD.................................................................................................................................................. 25

4.14 RCDS MODE CONFIGURATION................................................................................................................................. 25
4.15 USE OF ECDIS AT NIGHT......................................................................................................................................... 26
4.16 INTEGRATION OF ICE DATA INTO ECDIS...................................................................................................................... 26
4.17 SIGNAL TO NOISE RATIO (SNR)................................................................................................................................. 26
4.18 USER GUIDE.......................................................................................................................................................... 27
4.19 ADDITIONAL INFORMATION AND DATABASES THAT CAN BE INTERGRADED IN ECDIS............................................................. 27
5 ECDIS SAFETY SETTINGS.................................................................................................................................... 27
5.1 GENERAL.............................................................................................................................................................. 27
5.2 SAFETY DEPTH & CONTOUR SETTINGS........................................................................................................................ 28
5.2.1 Summary.................................................................................................................................................... 28
5.2.2 Vessel’s draught and Under Keel Clearance.............................................................................................. 28
5.2.3 Safety Depth.............................................................................................................................................. 29
5.2.4 Safety Contour........................................................................................................................................... 29
5.2.5 Shallow and Deep Contour........................................................................................................................ 30
5.2.6 Display – Two shades vs four shades:........................................................................................................ 30
5.2.7 Crossing the Safety Contour...................................................................................................................... 31
5.3 ANTI-GROUNDING CONE / LOOK AHEAD (SAFETY FRAME).............................................................................................. 34
5.4 ISOLATED DANGER SYMBOL...................................................................................................................................... 36
5.5 OFF-TRACK DISTANCE (XTD) / OFF-TRACK LIMIT (XTL)................................................................................................ 36
6 ROUTE MONITORING ON ECDIS........................................................................................................................ 37
6.1 MONITORING THE PASSAGE...................................................................................................................................... 37
6.1.1 General...................................................................................................................................................... 37
6.1.2 Voyage monitoring principles.................................................................................................................... 37
6.1.3 Monitoring the Operational Status of ECDIS & Alarm Management.........................................................37
6.2 NAVTEX.............................................................................................................................................................. 41
6.3 ENHANCED GROUP CALL (EGC)................................................................................................................................ 41
6.4 CHART ACCURACY.................................................................................................................................................. 42
6.5 COPYING AND SAVING INFORMATION......................................................................................................................... 43
7 ECDIS SOFTWARE UPDATES & VIRUS PROTECTION............................................................................................43
7.1 VIRUS PROTECTION................................................................................................................................................. 43
7.2 SOFTWARE UPDATES & OPERATING ANOMALIES.......................................................................................................... 43
8 ECDIS MAINTENANCE........................................................................................................................................44
8.1 GENERAL.............................................................................................................................................................. 44
8.2 PLANNED MAINTENANCE......................................................................................................................................... 45
8.3 SOFTWARE-RELATED ISSUES...................................................................................................................................... 45
8.3.1 Operating system issues............................................................................................................................ 45
8.3.2 Software application issues....................................................................................................................... 45
8.4 ECDIS AND ENC INTERACTION ISSUES........................................................................................................................ 46
9 ECDIS FAILURE.................................................................................................................................................. 47
9.1 MANDATORY SENSOR INPUT ERROR OR FAILURE - GENERAL........................................................................................... 47
9.2 PRIMARY POSITION FIXING SOURCE FAILURE / GNSS FAILURE........................................................................................ 48
9.3 NON-MANDATORY ECDIS SENSOR INPUT ERROR......................................................................................................... 48
10 ECDIS BACKUP, RECORD KEEPING & REFERENCES..........................................................................................48
10.1 ECDIS DATA RECORDING.........................................................................................................................................48
10.2 BACKUP PROCEDURE............................................................................................................................................... 49
10.3 RECORDS.............................................................................................................................................................. 49
11 PSC PROCEDURES / MANDATORY ECDIS ENFORCEMENT...............................................................................49
11.1 GENERAL.............................................................................................................................................................. 49
11.2 KEY ITEMS FOR PSC INSPECTION REGARDING ECDIS......................................................................................................50
12 FORMS.......................................................................................................................................................... 50
13 APPENDICES..................................................................................................................................................51

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13.1 APPENDIX 1 – REFERENCES & ABBREVIATIONS............................................................................................................. 51

13.2 APPENDIX 2 – BASIC INFORMATION ON ELECTRONIC CHARTS & ASSOCIATED LEGISLATION................................................... 51
13.3 APPENDIX 3 – ASSESSMENT OF RISKS ASSOCIATED WITH THE INTRODUCTION OF ECDIS USE ONBOARD................................... 51
13.4 APPENDIX 4 – ECDIS ADDITIONAL INFORMATION........................................................................................................ 51
14 REFERENCES..................................................................................................................................................51

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1 INTRODUCTION AND COMPANY’S POLICY ON ECDIS USE

1.1 Introduction
 ECDIS:
o Brings new challenges with the safe navigation of the vessel.
o Significantly changes many of the existing decision-making processes.
o Presents the Bridge Team, a flexible system which, offers a significant increase in:
 Situational awareness,
 Safety
 Efficiency of operations.

 To be effective as above, ECDIS requires:

o Correct configuration from user
o Competency and vigilance from user, during all the processes.

1.2 Purpose
 These procedures provide:
o Guidance on the use of ECDIS on board.
o Instructions:
 For training / familiarization of the crew, and
 About the framework for using ECDIS as navigational means.

 Follow these procedures along with requirements from:

o Makers manuals of the fitted ECDIS equipment
o Electronic charts’ service providers
o Applicable International and statutory regulations.

1.3 Basic Information on Electronic Charts

 There are two types of electronic charts
o Raster Chart - which is Scanned and passive image of a paper chart.
o Vector Chart - which corresponds to digital analysis by object (points, lines, areas etc.).
 Official electronic chart data are of two general types:
o ENC - Electronic Navigational Charts.
o RNC - Raster Navigational Charts.
 The inner construction of ENCs and RNCs is fundamentally different:
o ENCs are vector charts, and
o RNCs are raster charts.

!! The term “Official”, indicates that those chart data have been produced under the authority of a
government organization and confirm with IHO standards.

 For detailed information on the above types of charts See 5.9 Appendix 2

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CHART FORMAT OFFICIAL UNOFFICIAL

VECTOR S57 CM93, TX97
RASTER ARCS, NOAA, SEAFARER Privately scanned charts.

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1.4 Associated Legislation

ECDIS Carriage Requirements

 Carriage of ECDIS is mandatory as per:

o SOLAS Chapter V, and
o IMO Resolution MSC. 232 (82).

Using ECDIS as Primary Means of Navigation

 To navigate with ECDIS as primary means of navigation, ship should have:

o Installed sufficient official data adequate for the intended passage (ENC and RNC).
o Type approved ECDIS installed.
o An appropriate back-up as follows:
 A second type approved ECDIS installed, OR
 Full set of paper charts.
o Adequate generic and type specific training for Navigating Officers.
o Fulfilled any additional requirements laid down by Flag State.

Navigating Paperless

 In addition to above, Ship may navigate paperless, if using ENCs to satisfy the chart requirement.
(i.e. official vector charts only).

 See 5.9 Appendix 2 for detailed information on ECDIS Legislative Requirements, performance Standards

1.5 Company’s Policy on the use of ECDIS

 Vessels fitted with One compliant and class certified ECDIS and is part of the Safety Equipment
Certificate becomes Primary means of Navigation
 Ensure that:
o Official data is used.
o ENCs are available and routinely updated;
o All deck officers have undergone:
 Generic training for ECDIS, and
 Type specific training for the ECDIS installed on board.
o All deck watchkeeping officers are competent in control of:
 Safety parameters, and
 Alarm settings including alarm interrogation of ECDIS.
o ECDIS user manual is on board.
 Paper charts, shall be used as secondary navigation means if:
o Same is stated in Form E, and
o Charts are kept corrected to the latest available NM on board.
 For vessels fitted with (2) ECDIS systems:
o Two (2) legally compliant and class certified ECDIS are available on board for paperless navigation.
 For vessels fitted with (3) ECDIS systems:
o Label one as ‘SPARE’
o Maintain the spare unit fully updated at all times, ready for immediate use.

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1.6 Equipment Certificate Filling

If ECDIS is both Primary Navigation Means & Backup

 Ensure following record in Cargo Ship Safety Equipment Certificate - Form E - Record of Equipment:
Item Actual Provision
2.1 Nautical charts / Electronic chart display and information system (ECDIS) “Provided”
2.2 Back – up arrangements for ECDIS “ECDIS”

If ECDIS is Primary Navigation Means & Paper Charts is Backup

 Ensure following record in Cargo Ship Safety Equipment Certificate - Form E - Record of Equipment:
Item Actual Provision
2.1 Nautical charts / Electronic chart display and information system (ECDIS) “Provided”
2.2 Back – up arrangements for ECDIS “Nautical Charts”

1.7 Assessment of Risks associated with the introduction of ECDIS use on board
 Navigating with ECDIS is fundamentally different from navigating with paper charts.
 Company has carried out a Risk Assessment, which has considered following parameters as a minimum:
o All navigational watch officers are to have adequate generic and type specific ECDIS training
o Use of up to date chart data and maintenance of such data.
o Use of all available sensors and navigation aids to:
 Support accurate, safe navigation, and
 Prevent the over reliance on any one sensor
o Use of all available techniques including but not limited to visual and radar fixing to correct GNSS
o In case of GNSS failure, ability to utilize an accurate Dead Reckoning (DR) & Estimated Position
(EP)
o The use of Safety Depth and Safety Contour values to emphasize the limits of safe water
o Safe configuration of ECDIS to suit the environment and conditions.

 See 5.9 Appendix 3 for details.

2 TRAINING & FAMILIARIZATION

2.1 ECDIS Training Requirements

 Following Trainings approved by the Vessel’s Flag Administration are required for Master & OOW:
Type of
Duration Remarks
Training
Generic
ECDIS 5-days  Based on the IMO Model ECDIS course (1.27)
Training
ECDIS Type- Type Specific Training and as per company familiarization procedures.
Specific
ID-NAV-20 ECDIS on board familiarisation record
Training

 For detailed information on ECDIS Training and course content of above courses see 5.9 Appendix 4

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2.2 ECDIS Shipboard Familiarization

 Requirements:

Applicable to: All Navigation Officers

When to carry out: Upon joining a vessel & before taking over bridge Navigation Duties

Scope of
Details on ECDIS Operation, Settings, Functions etc.
Familiarization:

Form/ Checklist: ID-NAV-20 - ECDIS - on board familiarization record

Verification by
Prior allowing the officer to assume watch duties evaluate him using Form ID-NAV-20
Master:

2.3 ECDIS Related Drills

 Requirements:
Frequency Every 2 months
 To test recovery measures in practice, Include simulation of:
- Power failure, &
- Each mandatory sensor input failure (e.g. GPS, Gyro, Speed Log etc.)
Scope:
 Include practicing of:
- Switching to ECDIS backup and
- Ensuring systems and processes are adequate and up to date.
 Evaluate that navigators are experienced in:
Evaluation:  Using traditional position plotting techniques for the safe takeover of navigation.
 Other immediate response measures related to ECDIS Failure as detailed in Section 9.

2.4 Continuous Shipboard Awareness & Understanding

As a part of overall Training & Improvement, consider "Human Element" aspects to ECDIS introduction
and operation, comprising among others:
o Roll-out Risk Assessment.
o Effective:
 Training.
 Communication/feedback on ECDIS operation.
 Navigational auditing.
 ECDIS near miss collection and analysis.
 ECDIS assisted accident investigation – learning from mistakes.

3 USE OF ECDIS IN NAVIGATION

3.1 Managing Situational Awareness with ECDIS

 Situational Awareness broadly involves 3 basic Levels:
o Level I – Gathering information
o Level 2 – Interpretation of the gathered information
o Level 3 – Projection of future status

 For more details on these levels see 5.9 Appendix 4

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 Use ECDIS in conjunction with visual & radar to maintain full awareness of vessel's current situation
including:
o Proximity to navigational hazards &
o Potential collision avoidance manoeuvres.
 Ensure Voyage Plan is comprehensive, and:
o Provides the OOW with sufficient detail.
o Is reviewed by Bridge Team to establish a common understanding of intended track.
 Use ECDIS functions, including the use of the look-ahead facility and safety settings to:
o Provide advanced warnings of Navigational hazards & Charted dangers/cautions.
o Monitor settings, to ensure they remain appropriate for the current conditions.

3.2 Over-Reliance on ECDIS

3.2.1 Dangers from over-reliance on ECDIS
 Master and OOBW

 Be aware that operator error may:

o Be caused due to over-reliance on ECDIS data as ENC contain digitally layered information.
o Prove dangerous, if there is inadequate training and familiarization.

3.2.2 Establishing Key Decision-Making Processes in an ECDIS environment

!! If the ECDIS is relied on to make decisions automatically without the input of the Bridge Team,
hazardous situations could develop.

 Master

 Establish sound decision-making processes for reducing the likelihood of over-reliance on ECDIS
 Ensure all Deck Officers understand:
o Source of all key information used in decision-making
o Limitations of ECDIS.

3.2.3 General Precautions against Over- Reliance on ECDIS

 OOW

 Be acutely aware of the danger of over-reliance on single sources of information.

 Use all available positional information to correlate the position output of ECDIS.

 Use Primary / Secondary Divergence alert

 Do not ignore contradicting position information between ECDIS & other source.

 Always confirm ship's position, by at least two independent methods, relative to:
o Planned track or hazards
o Distance-to-run to wheel over, or
o A critical point.
 Do not rely solely on, automated “voyage planning and monitoring” checks and alarms.

!! Some ECDIS may only undertake route check functions on larger scale ENCs & alarms may not activate.
This may not be clearly indicated on the ECDIS display.

 Visually inspect entire planned route.

 Ensure any deviations from it, are confirmed clear of dangers using ‘other / all’ display mode.
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3.2.4 ECDIS Anomalies

 Past investigations indicate that some ECDIS:
o May not display certain combinations of chart features and attributes correctly, and
o On rare occasions may fail to display a navigationally significant feature.

 This appears to be caused by anomalous behaviour in some ECDIS software, early versions.
 Make appropriate checks with the equipment manufacturer.
 Ensure ECDIS Software is kept updated.

3.2.5 GNSS / GPS input on ECDIS

 ENCs uses WGS84 datum as reference.
 Use of setting other than WGS84 in an ENC cell or changing Datum on electronic position fixing sensor
- EPFS (where possible) may result to incorrectly displayed vessel’s position.
 Lack of geodetic information for some parts of world may further delay the availability of ENC cells.
 OOW/ Master

 To safeguard against the over-reliance on ECDIS:

o Be aware that GNSS (including Differential GPS) can fail, be jammed & may be prone to drift.
o Use traditional procedures to verify GNSS position, including visual and radar techniques.
o Carry out regular system maintenance checks (as described in Section 8) &
o Maintain clear records of decisions taken, through VDR or other means, in case of an incident.

3.2.6 Proving ECDIS Correct

 OOW

 Make full use of RIO checks, if available.

 Take operator fixes to cross check when possible to check the position accuracy of:
o Primary source,
o Secondary source (if fitted).
 Make an assessment of the validity of the Primary and Secondary Position Source by comparing:
o Vessel’s track display, and
o Operator Fixes at particular times.
 Use Offset EBL / VRM to measure the fix's range & direction from the track time-mark.
 Report to master in case of any doubt.
 Consider following when applying Operator Fixes:
o ECDIS may not display the operator fixes, if the ship's track or track history is not displayed.
o Operator fixes will not affect the ship position, when GNSS is set as the primary position input.
o When DR/EP mode is the primary position input:
 Accepted operator fixes will determine the ship position.
 It is important to check accuracy of operator fix, prior accepting the position.

 Also see Doc 5.2 Section 3 for details on Position Fixing Frequency & Methods in open, coastal and confined
waters and under pilotage etc.

3.3 Application of Radar Information Overlay (RIO) in Support of Fixing

 OOW

 During Open and Coastal waters when in Radar range:

o Ensure RIO is available to check fixes &
o Set RIO to an appropriate colour and transparency.
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 This is to enable an assessment of correlation between the coastline and the RIO without:
Ÿ Causing excessive clutter, or
Ÿ Covering safety critical information.

3.4 Use of Admiralty Information Overlay (AIO) (when applicable)

3.4.1 Basic Information
 The Admiralty Information Overlay is a service provided:
o By the United Kingdom Hydrographic Office (UKHO).
o In the form of a single layer overlay on top of the basic ENC.
o Provides:
 All Admiralty Temporary and Preliminary Notices to Mariners.
 Additional navigationally significant information from the UKHO ENC validation program.
 Operator with ability to show or hide as necessary
o Is displayed in compatible ECDIS.
o Is usable within some chart management and planning systems.

3.4.2 AIO Coverage

 The AIO only carries information, where appropriate Admiralty paper chart coverage is available.

Where there is no corresponding paper chart coverage:

 AIO displays a ‘No Overlay' feature

 Consult appropriate local sources for information.

Where AIO is available:

 Make full use of this service for:

o Route planning
o Viewing the latest T&P information on ENCs, when executing a route.
 Transfer all information relevant to the voyage from the AIO and incorporate to ECDIS via manual
updates.

3.5 Use of ECDIS for Collision Avoidance

 Never USE ECDIS for collision avoidance.

 However, ECDIS can be set out the same as ARPA, for sole use as an informative tool.
 Do not use AIS to determine whether a collision danger exists, as data may be unreliable.
 In the above context the following AIS settings are recommended:

TT/AIS
TT AIS
ON DISP ALL
VECTOR 6 – 12 min Master’s option
CPA/TCPA As per Master’s standing orders
AIS CPA Auto ACT ALL
LOST TGT OFF
PAST POSN Master’s option

Absence of CPA / TCPA after upgrading to version 3.03/3.04

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 The ECDIS software version 3.03/3.04, to comply with IHO requirements for alarm fatigue:
o Deactivated the CPA / TCPA feature,
o Allows its activation only when radar overlay is connected to ECDIS.
 OOWs should not consider the absence as a wrong setting.

3.6 Zone of Confidence (ZOC) & Category of Zone of Confidence (CATZOC)

 For concept of ZOC and Methods of Hydrographic Survey See 5.9 Appendix 4

3.6.1 Category of Zones of Confidence in Data – ZOC Table (CATZOC)

 CATZOC is the function which allows accuracy of the survey data to be displayed for each ENC cell.
 See table below for CATZOC categories- ranging from A1 (most precise) to U (unassessed):

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 When carrying out UKC calculations, allow for additional Safety Margins as per above table.

 See Doc 5.3 for details on UKC Calculations.

3.7 Communication and Terminology

Hazard:

 Use of ECDIS has the potential to cause confusion due to:

o Many acronyms,
o Technical nature of the language which is specific to ECDIS

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Example:

 An ECDIS displaying the cross-track distance as “R 150m”.

 User may read this as "Right of Track by 150 m".
 However correct interpretation is "left of track by 150 m", with "R" meaning "red" referring to "port".

Avoiding Confusion in communication:

 Avoid confusion by cross-referencing with other independent sources of information.

 In above example, the use of a parallel index on the radar would clearly indicate which side of the track
the vessel was on.

3.8 Charting and RCDS Mode

3.8.1 General
 ECDIS is capable of operating with:
o RNC - Raster Navigational Charts,
o ENC - Electronic Navigational Charts

3.8.2 Limitations when Using RCDS Mode (RNC)

 RNCs when in RCDS mode:
o Cannot automatically activate alarms when vessel is about to cross a Safety Contour / Specified
area.
o Cannot be interrogated for automatic route checking.
o On interrogation of objects, will not provide any additional information.
o Displayed information, may be difficult to read in a display mode other than "North Up".
o Are distorted as a result of being over or under zoomed.
(being designed to display at a specific pixel density).
o Has charted information displayed, which may be more difficult to view, if not on Day Bright
palette.

3.8.3 Hierarchy of Using Chart Modes / Operating in Area without ENC Coverage
 Use an ENC, where possible.
 Use Paper charts when:
o Operating in areas without ENC coverage or
o Suitable scale ENC is not available.

 In such cases, ECDIS may be used in RCDS mode (if available):

- Only as a supplementary navigation tool,
- Along with a complete folio of up to date paper charts as per Flag Requirements.

 The hierarchy for selection of electronic charts within ECDIS should be:
o Best scale of upto date official ENC’s available,
o Thereafter:
 Official RNC’s if available & supplemented by upto date corrected paper charts.
 Paper charts.

3.9 Handover Routine

 Handing over OOW

 Annotate on the ECDIS console configuration in force.

 State if it is set up for Confined, Coastal or Open waters (refer to ANNEX 1).

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 Oncoming OOW

 Seek a comprehensive handover of the ECDIS system before taking over the watch.
 When in any doubt about the state of ECDIS configuration, consult Navigation Officer immediately.
 Check the system setup and look for any changes or errors in setup (refer to ECDIS No 1).
 Confirm ship's position, by taking a Manual Fix.
 Wherever possible, above fix should be independent of the Primary Position Source.
 Consider use of (but not limited to) visual or radar and RIO (if available) for above.
 Conduct the following checks and actions (as a minimum), upon watch handover:
o Ensure:
 Display settings are correct.
 Correct Route loaded in Route Monitoring.
 Secondary route loaded, in Route Editor (if required).
 Anti-Grounding Cone is set for the prevailing conditions.
 Correct application and display of "Off-Track Distance (XTD).
 Chart in use:
- Is on the best scale
- Is the most recently corrected ENC available from installed charts.
o Verify correct configuration of:
 "Look Ahead" function, if in True Motion.
 Safety Depth and Safety Contour settings.
 Vectors.
o Interrogate the quality of data and review all Chart Notes.
o Fix the ship's position on ECDIS and prove ECDIS correct.
o Sight the ECDIS check-off cards.
o Ensure that the ECDIS Management Card is up to date.
o Repeat the above steps at the Secondary ECDIS terminal

4 ECDIS VESSEL SETTINGS

4.1 General
 Navigation Officer / OOW

 For the safety features of ECDIS to function effectively:

o Apply ECDIS vessel settings correctly to the system &
o Monitor and amend these where:
 Changes are likely to occur (draught and air draught) or
 Circumstance (under keel clearance), require change of settings.
o Factor into the plans, individual vessel characteristics such as turn radius.

 Ensure all relevant vessel parameters, which are useful for planning are readily available to OOWs

4.2 System Configuration

 Accuracy of ECDIS depends on:
Ÿ Accuracy of the information contained within.
Ÿ Appropriate configuration of the system, prior departure.
Ÿ For specific guidance on ECDIS settings and configuration, refer to maker's instructions.

General Checks:

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 OOW

 Check:
o Systems are configured as per these recommendations with special regard to:
 Chart priority.
 Sensor input offsets.
 Critical alarms.
 Ship specific data &
 Security settings (such as passwords and restricted menu access).
o All appropriate charts for the area of operation are Installed and updated, and:
 All Chart updates are logged in an appropriate manner
 Systems annotated with number of the latest installed update.
o Intended route and the entire folio of installed charts.
o ECDIS is configured to enable reconstruction of ship's track from recorded data (if required).

 Document compliance to the above in Checklist ID-NAV-19 - ECDIS Setup.

When two (2) ECDIS units are available on board:

 Navigation Officer / OOW

 Clearly Identify terminals as Primary or Secondary ECDIS.

 Configure Primary ECDIS as Master unit with:
o Preferred GNSS selected as the primary position source
o Alternative GNSS as its secondary.

If two GNSS systems are available (depending the maker and type of ECDIS):

 It is preferable that both systems use a different input for primary position source.
(To allow the monitoring of both GNSS inputs at any given time.)

Where secondary GNSS position source is not available:

 OOW

 Select the next best position source.

Safety Settings:

 Master

 If required increase or reduce safety settings:

o At his discretion, as the navigational situation dictates
o With suitable risk management measures and supervision in place.
 Record any such deviations from standard practice in:
o Night Orders book
o Deck logbook.

Shutdown of ECDIS system (before powering down the system):

 Be always carried out as per manufacturer's guidance.

 When not shutdown in a controlled manner:
o Its software is prone to malfunction (Similar to all computers).
o May result in loss of data & failure to restart.

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4.3 ECDIS Display

4.3.1 Display Modes

Information:

 ECDIS has 3 display modes as follows:

Type Description
Minimum level of information which ECDIS has to display at any time.
Base display Not intended to be sufficient for navigation.
A subset of the standard display.
The mode ECDIS uses, when first switched on.
Considered minimum information to display at all times.
Standard display Recommended to be displayed when planning and monitoring
Starting point to add relevant information to modify display.

All other Presents all of the information available in the ENC data, as selected by the user.
information Likely to be much cluttered if used indiscriminately.

 For details including features available for each display mode see 5.9 Appendix 4.

Related Precautions:

 Navigation Officer / OOW

 Be familiar with viewing objects, features and groups, their ECDIS uses in each mode of display &
 Understand how to modify the view to meet the needs of voyage planning, and monitoring.
 Ideally start the planning process with "ALL" chart features displayed.
 As the route planning progresses, consider removing layers such as data quality to improve clarity.
 In the Voyage Plan, include each point where the display settings need to be changed.
(So that it can be used to prompt the OOW to take appropriate action)

!! When in ‘base’ or ‘standard display’ mode, ECDIS may not display some isolated shoal depths.
Due to above:
Ÿ Route planning and monitoring alarms’ may not always activate when approaching such dangers
Ÿ Groundings can take place.

4.3.2 Information layer set up procedure

 OOW to perform this procedure

1. Set layers to provide navigation information without overcrowding screen

2. Set following layers as a minimum
1. IMO standard
2. Depth soundings and contours
3. Light characteristics (at night)
4. Historic track
5. Cables/wrecks, obstructions layers (on some ECDIS)
3. Turn on following layers when anchoring
a. Submarine cables and pipeline
b. Seabed characteristics
c. Anchorage identification

 Check maker’s manual for functions of various layer’s info and acronyms

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4. Turn on all layers

1. During passage planning and route validation
2. If in any doubt
3. If vessel crosses Safety contour in emergency
Use minimum number of color contour mode for ECDIS display i.e. 2 color contour mode

 Every watchkeeper should reload the correct profile (layers) at the commencement of his watch, just to ensure
all the layers required are visible

4.3.3 Below recommendation to be selected by the OOW for each leg of the passage
Standard Display
Viewing group layer in ECDIS Open waters Coastal Waters Inside port limits /
Sea berth/SBM/Whilst alongside

Display Base x x x
Drying Line x x x
Buoys, Beacon, aid to navigation x x x
Buoys, Beacon, Structures x x x
Lights x x x
Boundaries & limits x
Prohibited and restricted area x x x
Chart scale boundries
Cautionary Notes x x x
Ship routeing system & Ferry routes x x x
Archipelagic sea planes x x x
Miscellaneous x x
Spot sounding x x x
Submarine cables & sounding x x
All isolated dangers x x x
Magnetic Variation
Depth Contours x x x
Seabed x
Tidal x

All other information

Spot sounding depths x x x
Submarine cables and pipelines x x
Details of isolated danger x x x
Magnetic Variation
Depth Contour x x x

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Seabed x
Tidal x

4.3.4 Colour Palettes

Information:

 ECDIS display:
o Has multiple colour palettes to suit differing lighting conditions.
o Support at least Day, Dusk and Night palettes.
o Can be tailored to use:
 2 or 4 depth shades
 Shallow water patterns (used at night)
 Simple or traditional display of point features.

 NP231 explains all these display options in detail.

Related Precautions:

 OOW

 Be aware of Potential Risk in:

o Using the "traditional" display of symbols with different palettes
o Interaction of settings causing an unintended hazard.

 e.g. Difficulty of seeing traditional buoy symbols in night display with default safety contour setting.
4.3.5 Display Orientation

Information:

 ECDIS has capability of displaying the navigation picture in orientations other than North Up such as:
o Route Up
o Course (or Head) Up.

Related Precautions:

 To avoid confusion:
o Display settings are made common across all equipment on the bridge during monitoring,
o These are embedded in the procedures for configuring the ECDIS.

4.3.6 SCAMIN and Display Scale

SCAMIN:

 SCAMIN is a function allocated to features within an ENC which:

o Defines the smallest scale at which, ECDIS will display these features.
o Significantly reduces information on ECDIS display when reducing viewing scale of an ENC.
 OOW

 Be aware that:
o ECDIS may not:
 Provide an option to switch SCAMIN off / on &
 Implement other options (e.g. under scale warnings) in the same way across all ECDIS models.
o All ENC producers may not:

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 Apply SCAMIN, or
 Apply it in a consistent manner to adjacent ENCs from another producer.
o Functions can vary between makes of ECDIS including:
 Chart loading.
 Display functionality
 Function names.
 Navigation Officer / OOW

 Where the ECDIS allows the selection of SCAMIN off / on.

o Operate with “SCAMIN OFF” for appraisal, planning and review phases to see all information.
o Select “SCAMIN ON” for execution and monitoring of the Voyage Plan

 To reduce effects of an over-crowded display.

Display Scale:

 Many ECDIS have an auto load function:

 This automatically loads the largest scale ENC available for display during voyage monitoring.
 Navigation Officer

 Recommend following in the Voyage Plan:

o ENCs used for monitoring &
o Safety-critical checks which should be undertaken at ENC's compilation scale or close to it.

 Zoom function may be used to:

Ÿ Get wider situational awareness
Ÿ Inspect the leg further ahead.

 During planning phase carry out checks and visual inspections for dangers at compilation scale.

!! Officer may lose perspective if using smaller scale charts or zooming away from compilation scale to
decide waypoints.

 OOW

 Operate ECDIS at compilation scale when monitoring voyage & appropriate scale ENCs are available.

 When the OOW zooms out to improve situational awareness, ECDIS may:
Ÿ Indicate an not recommended scale / larger scale enc available indication and some hydrographic
objects may vanish from the screen due to SCAMIN or a smaller scale ENC being used.
Ÿ Limit this operation to a certain scale factor.

 Be familiar with the procedure for resetting to the ENC compilation scale soon after above.
 To facilitate the system loading the best scale chart, when navigating, keep following ON:
o Chart Auto load
o Chart Auto scale or equivalent.
 Always set Primary ECDIS terminal (where possible) to the best scale (1:1).

4.4 ENC Scale ranges

Information:

 ENCs are created and designed for different scale ranges (Usage Bands) e.g. for coastal, harbor etc.

 For more details see 5.9 Appendix 4

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 Scale of chart may affect the Safety contour.

 It is possible for a danger symbol:
o To be clearly shown on the largest scale chart of an area, BUT
o To disappear on a smaller scale.
 In this context, ECDIS has the following safeguards:
o If not displaying the largest scale chart, it displays the warning:
“Larger scale available for vessel position”.
o It automatically generates safety contours and safety alarms:
 From the largest scale ENC cell,
 As per set parameters.
o Shows Indications for:
 Over-scale / Under-scale
 No ENC available.

Precautions:

 OOW

 ALWAYS use the largest existing scale of every sailing area on ECDIS.
 Understand the importance of warnings and indications displayed on screen.
 Choose the appropriate display scale for any conditions.

4.5 Sensor Inputs

Mandatory inputs to ECDIS:

 IMO Resolution MSC. 232 (82) requires, connection of ECDIS to following 3 mandatory inputs:
o GPS / GNSS
o Gyro compass
o Speed / distance Log.

Other inputs:

 Additional sensors can be interfaced with ECDIS, provided:

o ECDIS does not degrade the performance of the interfaced equipment.
o The interfaced equipment does not degrade the performance of ECDIS below IMO requirement.
 Where required ECDIS can provide SENC information to external equipment such as radar.
 To provide redundancy of sensors, a typical ECDIS configuration may be as follows:
ECDIS # 1 ECDIS # 2
GNSS # 1 GNSS #1
SPEED LOG SPEED LOG
GYRO # 1 GYRO # 1
AIS AIS
NAVTEX
GNSS # 2
GYRO # 2
ECHO SOUNDER
RADAR
ANEMOMETER

!! Mandatory sensor inputs to ECDIS must be properly configured & calibrated during ECDIS installation.

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 When not correctly configured, it may result in errors that affects the accuracy & reliability of ECDIS.

Accuracy of Sensors:

 OOW

 Check the accuracy of sensors using all available means, including those listed below.
 Ascertain the above errors, in accordance to makers’ instructions.
 Check accuracy as follows:
Equipment Method of Checking
GNSS Regularly taking operator fixes using visual and other means.

Gyro Obtain gyro error using transit bearings, celestial method etc.

Log Using the measured mile method or similar technique.

Echo sounder Using lead line or a reference depth method.

Regularly conducting index error checks and operator fixes.
Radar Use RIO to check the radar against GNSS

 For actions in case of Failure of these sensors see Section 9.

4.6 Selection of Sensors

Information:

 Position information in ECDIS is based on the Primary Position Source.

 A Secondary Position Source may also be displayed.
 A variety of Position Sources, including manual inputs, may also be input.

Precautions:

 OOW

 Where possible, have both the Primary and Secondary position sources displayed.
 Configure the divergence alarm to alert when, there is a significant difference between two sources.
 Always select the preferred sensor source with regard to Heading, Depth, Speed, Wind & ARPA.
 On noticing a degradation of any sensor:
o Report to Navigation Officer.
o Select most accurate secondary sensor (if available).

 When more than one radars are interfaced to ECDIS, then Active Radar source may be selected by user.
 Avoid excessive clutter, if routes and map data are overlaid on the Radar.

!! Do not use:
Ÿ Radar as a substitute for ECDIS
Ÿ ECDIS as a substitute for Radar.

4.7 Incorporation of Turn Radius and Wheel over points

Turning Data:

 Vessel's turning data is normally entered into the ECDIS, as part of the vessel’s configuration data:
o During installation or

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o On completion of initial sea trials.

 It is periodically reviewed and updated by service engineer, if necessary, in light of experience.
 Navigation Officer

 During voyage planning, consider the effect on vessel’s turning characteristics from dynamic factors.
(Such as Draught, Depth of water & Wind.)
 Include above effect during periodic review, to ensure they are accurate and effective.

!! The correct application of turn data to waypoints becomes more significant in constrained waters. There
is greater risk to vessel’s safety from an incorrect or missing wheel over point in such an area.

 During planning apply turn data to all waypoints to ensure that key turns are not incorrectly plotted.

Wheel over positions:

 Navigation Officer

 Determine wheel over positions from the ship’s maneuvering data & mark on the chart.
 Choose suitable visual & radar cues, to determine when ship is at the wheel over position.
 If applicable select appropriate setting of F-Dist in Config Menu.
 The best cues for alterations are:

Large Alterations Parallel Indexes or visual bearings, parallel to the new track

Small Alterations Often a near beam bearing is better

 For detailed information on Factors that Affect a Turn & Wheel over Point see 5.9 Appendix 4

4.8 ENC Features and Date / Time

 Ensure ECDIS clock is always set to UTC time.

 Display of certain features within ENC may be activated by a start date / time.
 Features such as seasonal buoys and changes to TSS may only be in position:
o Periodically (e.g. seasonal), or
o For a certain time period.
 Navigation Officer

 During voyage planning, use the function available in ECDIS to account for such objects.
 If time dependent features lie along the planned track, make note of them with their time constraints.
 NP231 contains more information on this topic.

4.9 Leg characteristics

 Navigation Officer

 Plan details of each leg, including cross track distance (XTD) carefully.
 Do Not copy from the previous legs.

!! The closer vessel is to safety contour, the greater the risk from applying default settings.

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4.10 Tidal Correction

 Navigation Officer

 Where calculation and record of dynamic tidal heights and streams from official data is:

Condition Action

Allowed by ECDIS: Incorporate this into the Voyage Plan for each leg

Calculate the effects of tidal stream, &

Not allowed by ECDIS: Include these as a Mariner's Note (including date & time of the calculation).

 Where any leg of voyage is constrained by height of tide, to ensure safe water:
o Note the timings of the opening and closing of the tide window against the leg &

!! Some ECDIS provide their own tidal data which may not be accurate and is not official. Do not use such
data unless admiralty total tide (ATT) is incorporated within the ECDIS.

o Record it in the passage plan.

4.11 Mariner’s Notes

 This manual update / User Map feature enables the Officer to:
o Add mariner's notes containing key information at appropriate points in the Voyage Plan
o Also Include:
 Cautions.
 Navigation warnings.
 Data from Sailing Directions.
 Calling points & frequencies from ALRS etc.

4.12 Presentation of Data

 OOW

 Assess the quality of viewed information.

 Ensure:
o Settings and procedures consistently provide full safety.
o All available Bridge ECDIS terminals, mirror available information.
 On the loading of a chart for display (either manually or automatically):
o Be alert to its Datum and Update status,
o Interrogate and check above.
 For the chart in use, check all:
o Cautions & Warnings,
o Zone of Confidence (ZOC) details (or Source Data Diagrams for RNCs).
 Advise Master and other OOWs:
o Any relevant hazards or cautions discovered &
o Necessary navigational caution exercised.
 Make relevant entry for above, in “Taking over Watch” checklist ID-NAV-15.

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4.13 Man Overboard

 OOW

 In case of a Man Overboard (MOB), press the MOB icon or shortcut key on all systems to:
o Initiate the input of a reference point in ECDIS.
o Provide a constant range and bearing from the ship.
 When the MOB is not being tracked visually:
o Use ECDIS to direct the lookout bearing.
o Consider that the position of the MOB may not take into account Set and Drift.
(system dependent).
 Establish, any time delay between MOB entering the water & activation of the MOB marker:
o As quickly as possible.
o To possibly offset the location of the MOB marker (system dependent).
 When there is no visual contact and a significant delay in activating the ship's MOB marker has
occurred:
o Estimate the likely position of the MOB against the primary vessel track history.
o Then offset the position of the MOB, to this new position depending on the system on board.

 MOB function may not provide a prediction of set and drift.

 Use the tidal information to make the allowances.

4.14 RCDS Mode Configuration

RCDS Mode

 OOW

 Be fully aware that ECDIS selects best scale chart (which may be an RNC), when it:
o Has RNC as well as ENC data installed,
o Is configured to choose the chart automatically.
 Be aware of limitations of the system when in RCDS mode of operation. (See section 3.8)

Datum Shift

 RNCs contain a header file that includes:

o Additional information over what's available on a paper chart.
o Datum shift needed for plotting WGS 84 positions onto charts based on another datum.
 Datum shifts can be:
o Applied to WGS 84 positions, &
o Directly displayed upon the chart using the shift appropriate to that area and chart.
 ECDIS automatically applies the adjustment, when difference between datums is known.
 If horizontal datum of paper chart from which an RNC is produced is not known it is not possible to
relate GPS positions accurately to the RNC.
- IMO SN Circular 255, alerts users to this problem.

 ECDIS:
o Operates in WGS 84 Datum
o Automatically shifts charts with known non-WGS 84 Datums to display to user in WGS 84.

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 Where original charted datum is uncertain or unknown, conducting a manual datum shift by offsetting
GNSS:
o Is possible but potentially dangerous.
o Is always subject to errors of unknown magnitude.
o Should not be normally attempted.
o Must be carried out, only with the Captain's approval.
 On encountering an unknown datum, use operator fixes to fix the ship's position.

4.15 Use of ECDIS at Night

 OOW

 Configure the colour palette, to:

o Suit the environmental conditions.
o Ensure charted information, in particular safety critical information is not Hidden or Difficult to
see.

 This is particularly relevant when using RNC.

4.16 Integration of Ice Data into ECDIS

 Consider the following points with regards to ice data integration in ECDIS:
o IHO issues a new Chart every day.
o Ice Features are already in IHO Registry, as well as Ice Objects Catalogue
o Common Ice Features include:
 Sea Ice (Ice Concentration + Stage of Development).
 Ice Ridge.
 Ice Rafting.
o Simplified Geometries are implemented for reducing of data volume:
 Data are also placed over the land area.
 Need to put the data:
- Under land area layer or
- Cut the data to match coastline directly in ECDIS on board.
 Prior to entering an ice area:
o Use the form ID-NAV-13 “Navigation in ice checklist”.
o Document the integration of ice data into ECDIS.

4.17 Signal to Noise ratio (SNR)

Information:

 SNR (signal-to-noise ratio):

o Affects GPS signal accuracy.
o Is caused by GPS satellites being 10898 NM away and not transmitting with enough power.
 It is a measure used to quantify, the corruption of a signal by noise:
o Higher than 1:1 indicates more signal than noise.
o When negative, it indicates the GPS signal is weaker than the noise in the band.
 Internal signal amplifier:
o Are used by GPS equipment makers to counter above factors.
o Amplifies signal to become equal or even stronger than the ambient noise.

Precautions:
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 OOW

 Monitor SNR reading regularly, to promptly identify any signal weakness.

 Record in the bridge changing over the watch checklist (ID-NAV-15).

4.18 User Guide

 The manufacturer's user guide:
o Must be available on the bridge in both hard and electronic copy.
o In electronic form:
 Must be installed on all ECDIS &
 Available on screen via the relevant shortcut key or associated menu structure.

 Deck officers:

 Be fully familiarized with the instruction’s manual.

 Countersign the acknowledgement page on completion of their familiarization on board.
 For sample see 5.9 Appendix 4

4.19 Additional information and databases that can be intergraded in ECDIS

 New value-added information/ products can be added for bridge team to increase safety and
efficiency.
 Such products can include:
o Weather information.
o Piracy information.
o Hull acceleration information &
o Any other source deemed practical by the Company.

!! To avoid any possibility of misconception, use of any overlay, not derived from approved connected
sensors is strictly not allowed.

5 ECDIS SAFETY SETTINGS

5.1 General
 ECDIS implements functions for setting and monitoring safe navigation parameters on vector charts.
 It Identifies chart objects as dangers to navigation, by certain parameters set by the operator.
 These are referred to as “Safety Parameters or Safety Settings”.
 For specific advice on the safety functions handling, refer to:
o Makers’ Operating Instructions, &
o Instructions issued by the ENCs service provider (when applicable).
 Navigation Officer

 Assess and document following Safety Settings for each leg in the Passage Plan:
o Safety contour.
o Safety depth.
o Shallow & Deep Contour for four shades display
o Cross Track Distance.
o Look ahead settings.
 In addition, cover other safety-relevant settings on the ECDIS, such as:

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o Colour palettes.
o Symbol types.
o Number of depth shades, and
o Categories of chart features to be displayed.
 Have the Safety Settings approved by Master.
 OOW

 During voyage execution, ensure all ECDIS safety settings are:

o Appropriately planned, &
o Set accordingly.

!! Deviation from the settings agreed in the Voyage Plan or from tolerances within these procedures must
be agreed by the Master.

 Reference proper configuration of ECDIS settings in the relevant bridge checklists, including for:
o Pilotage
o Navigation in coastal / confined waters and TSS.

 These settings are always known to OOW, being a part of the taking over watch checklist ID-NAV-15.

 Master

 Inform company when above settings are not satisfied, for any reason prior execution of passage.

5.2 Safety Depth & Contour Settings

5.2.1 Summary
 Apply the standard safety depth and safety contour for ocean / coastal & inside port navigation as per
table below.
ECDIS SAFETY SETTINGS
Same as vessel deepest static draft,
however should not overlap with the
Shallow safety contour.
See section 5.2.5
contour If overlapping, set shallow contour =
1 contour shallower than safety
contour.
(Deepest navigational Draught + Safety depth value to be derived from safety depth
Safety depth
Safety Margin) – Height of Tide calculation sheet. See section 5.2.3
Same as Safety Depth, however
Same value as safety depth.
Safety contour in dredged channel set to the limits
See section 5.2.4 & 5.2.7
of the dredged channel
Normally to 2 times the vessels
maximum static draft. However this
Deep contour value not to be changed.
Deep contour may cause the safety contour & deep
See section 5.2.5
contour to merge. In such case set
value as 50 m

5.2.2 Vessel’s draught and Under Keel Clearance

 Also see Doc 5.3 Under Keel Clearance & Over Head Clearance

 Apply UKC safety values to the calculated vessel's draught to determine the safety contour and safety
depth settings to be used for each leg of the voyage.

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5.2.3 Safety Depth

Definition:

 It is a value set by the operator that serves to detect depths that are a danger to navigation.

Highlight & Alarm:

 A depth £ Safety Depth is highlighted on chart in bold type, when display of spot soundings is turned
on.
 If such a danger is detected, the Navigation Danger alarm may be triggered. (See note below)
Recommended Setting:

Safety Depth = (Deepest Navigational Draft + Safety Margin) - Height of tide

Static draft + Water Density allowance + SQUAT + draft increase
Deepest Navigational Draft = due to heel + sagging/hogging + sea state and wind impact
Applicable UKC + CATZOC correction + depth reduction due to
Safety Margin = pipelines

Height of tide = Predicted height of tide for the time of passage

 Not all ECDIS will alarm when the Safety Depth is encountered.
- Take great care to ensure correct configuration of Safety Depth and Safety Contour values.
- Use the ECDIS safety depth calculation sheet.

 During planning phase consider that safety depth & consequently safety contour value may differ at
various stages of voyage.

5.2.4 Safety Contour

Definition:

 It is a set value that distinguishes between navigable (safe) and non-navigable (unsafe water).

Highlight & Alarm:

 It is highlighted on the chart with a bold line.

 Generates alarms when the vessels anti grounding feature touches it during monitoring
 Provides a visual indication when the route check function detects either the route or XTD to pass
through/touch the contour as displayed on the chart.
 Safety contour = depth boundary between navigable and non-navigable waters

!! The choice of safety contour is of great importance as it is used to trigger alarms and to decide how on
the ENC isolated dangers are shown

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 If with a change of chart under the ship position the previously selected Safety Contour becomes
unavailable:
o Safety Contour alert is generated.
o System automatically sets the Safety Contour as equal to a deeper available depth contour.

Default Value:

 By default, it is set at 30 m on a brand new installed ECDIS or when a major software upgrade/reloading
of the software is carried out. Thereafter it stays at the last user input value.

Recommended Setting:

 Equal to Safety depth, however in dredged channel set to the limits of the dredged
 For better demarcation of navigable and non-navigable waters, contour value may be set to a value
lesser than safety depth. In this case follow 5.2.7 crossing the safety contour

5.2.5 Shallow and Deep Contour

General:

 Shallow and Deep Contours are not associated with relevant alarms & are for information & display
purposes only.

Deep Contour:

 Deep contour can be useful in displaying contour information that has significance on ship handling.
 It shades the area below the deep contour (above is white).
 Set normally to 2 times the vessels deepest static draft. However this may cause the safety contour &
deep contour to merge. In such case set the value to 50 m.

Shallow Contour:

 Shallow contour shades the area from the shallow contour to zero depth.
 Shallow contour = vessel static draft, however should not overlap with the safety contour.

 If overlapping with safety contour, set shallow contour = 1 contour shallower than safety contour.

5.2.6 Display – Two shades vs four shades:

 If all Contours are correctly configured, following depth information is shaded & distinguishable from
each other:
Four Shade Option Two Shade Option

Shallow Waters Deep blue

Non-navigable Waters Deep Blue
Non-Navigable Waters Medium blue

Navigable Waters Light grey

Navigable Waters White
Deep Waters White

 The Two Shades setting is of benefit to the OOW when navigating using the dusk or night palette as the
contrast between safe and unsafe water and ARPA and AIS targets is improved.

!! Incorrect Deep Contour & Shallow Contour settings may cause problems with alarms based on those
settings and may cause accidental un-noticed change of safety contour setting
!! Additionally, the chart presentation of the ECDIS system is in that case insufficient and may result in 3
shades or even 2 shades regardless four shades option being used.

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5.2.7 Crossing the Safety Contour

Background:

 Contours on an ENC are normally based on similar contours depicted on the corresponding paper chart.
(i.e. limited to 2 m, 5 m, 10 m, 20 m, 30 m & 50 m, as per IHO requirements)
 When a selected value is not available, ECDIS selects the next deeper contour.
 For example, if calculated safety contour is 17m & available depth contour in ENC is 10m & 20m:
- ECDIS automatically selects the 20m contour as the Safety contour as shown in diagram.

 This may lead to artificial reduction of amount of safe water shown on chart as in the image below.
 This requires special care, as it is highly likely that at points within the Passage Plan, vessel will need to
navigate in waters inside the contour.
 In this scenario the main tool to clearly distinguish between navigable & non-navigable waters remains
the no-go area (LDL – Limiting danager line) plotted on ENC and making same alarmable using tools
provided by the manufacturer within the ECDIS.
 Without drawing LDL none of the below methods are safe

Preferable (primary) Method when safety depth = safety contour

1. Switch on display of all soundings.
2. Switch over to 2 shade display.
3. Review area within the safety contour to identify soundings equal to or greater than safety depth
4. Draw “Limiting Danger Lines” (LDL) with the value set same as the safety depth calculation. Use user
maps to mark LDL.

 Make LDL alarmable

5. Switch on the display of all Isolated dangers , including Dangers in shallow waters.
6. Ensure planned leg remains in safe waters as depicted by the the light grey soundings.
7. Run Route check to confirm that the feature will alert.

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8. Ensure:
 Echo sounder should be on
 Carry out frequent cross checks between echo sounder reading and chart sounding.

9. When vessel is crossing the safety contour, ensure vessel is:

 Proceeding with safe speed &
 Is ready to maneuverer.

Hazards & benefits involved with this Method:

DISADVANTAGES ADVANTAGES
1. Vessel will sail through Blue waters which is 1. Safety depth = Safety contour which is simple,
considered unsafe. always remains same irrespective of the situation.
2. Safety contour alarm will not sound at proper depth 2. Isolated danger marks if selected will be shown.
but at an earlier stage.
3. Image is not clear especially during dusk and night
modes .
4. Anti grounding cone alarm will remain activated
giving a feeling of complacency.

Example: Safety contour = 13 m (same as safety depth), Safety depth = 13 m.

2 Shades and no go aea (LDL) are drawn manually

Alternate Method if safety contour needs to be set to a value lower than safety depth:
1. OOW to seek Master approval
2. Master to consult office – operations department if needed
3. Switch over to 2 shades display.
4. Switch on display of all Isolated dangers, including display of Dangers in Shallow waters.

!! Isolated danger is linked to safety contour value and reducing same will not highlight isolated danger
marks correctly. Therefore follow below point # 5

5. Interogate all Isolated dangers and mark them off as dangerous areas using user maps & make them
alarmable.

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6. Draw “Limiting Danger Lines” (LDL) with the value set same as the safety depth calculation. Use user
maps to mark LDL.

 Make LDL alarmable

7. Set safety contour to a value lower than safety depth basis
 Contour available on ENC as is safe & comfortable for navigation through navigable (white) waters.
 Orientation required to differentiation between navigable and non-navigable waters.

 For example when transitting a buoyed channel which does not have a defined contour
8. Ensure planned leg remains in safe waters as depicted by the light grey soundings and within the
limits of the drawn LDL.
9. Run Route check to confirm that the feature will alert.
10. Ensure:
 Echo sounder should be on
 Carry out frequent cross checks between echo sounder reading and chart sounding.

!! Revert to original setting of safety depth = safety contour, upon completion of navigation through such
waters.

Hazards & benefits involved with this Method:

DISADVANTAGES ADVANTAGES
1. Safety depth and contour values are different and 1. Image is clear even in dusk and night display.
need more thought when entering values in ECDIS.
2. Isolated danger marks will show up up to the
2. Area portrayed as safe does not correspond to reality . safety contour depth setting.
3. Safety contour alarm will not sound at the proper 3. Vessel will sail through safe (navigable) waters
depth but will sound at a later stage.
4. Safety contour alarm will not sound without it
4. Isolated dangers within safety contour appear only if being actually applicable
selected by the navigator.

Example: Safety contour = 10 m (lesser than safety depth), Safety depth = 13 m.

2 Shades and no go aea (LDL) are drawn manually

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5.3 Anti-Grounding Cone / Look ahead (safety frame)

Information:

 Anti-Grounding Cone or Safety Frame sets size of the area (Ahead, Port & Stbd.) that will be used for:
o Chart data analysis, &
o Triggering alarms for approaching hazards to navigation based on setting:
 The size of the Anti-Grounding Cone will depend on:
o ECDIS system in use
o Size, maneuverability & speed of the vessel.
o Whether navigating in Open , Coastal , pilotage or confined waters.
o Consider the required time:
- From the cone picking up a danger &
- Vessel needs to complete manoeuvre, to avoid danger
 Too large a setting will detect too many unnecessary dangers and trigger alarms continusously.
 Too small a settling will give bridge team very little time to react to a danger

!! Remember look ahead does not provide any alarm for ARPA & AIS Targets. Use Radar for collision
avoidance and not the ECDIS.

Recommended Settings:

 OOW
Recommended settings for use in Pilotage and
Confined Waters (vessel dependent)
OVERLAY / NAV TOOLS
Ahead TIME 1 min
DIST 1 nm
min 370 or 1/3 of the maximum width
WIDTH of the lane, however in channel less
than channel width

Around Port 120 m

Stbd 120 m
Bow 180 m
Stern 180 m
In case of Cone sector set: 5 Deg x 1 min x min twice the
beam but less than channel width

Recommended settings for use in Coastal Waters Recommended settings for use in Open waters
(vessel dependent): (vessel dependent):
OVERLAY / NAV TOOLS OVERLAY / NAV TOOLS
Ahead TIME 12 min Ahead TIME 30 min
DIST 3 NM DIST 6 nm
5000 m or as stated
3700 m or as stated in master’s in master’s standing
WIDTH standing orders
WIDTH orders. Max value
5000 m
Around Port 999 m Values to be Around Port Values to be
adjusted basis adjusted basis
Stbd 999 m Stbd

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Bow 999 m vessel’s Bow vessel’s

maneuvering maneuvering
Stern 999 m characteristics. Max Stern characteristics. Max
Value 999 m Value 999 m
In case of Cone sector set: 10 Deg x 12 min x 5 times of In case of Cone sector set: 20 Deg x 30 min x 10 times of
the beam the beam

 Master may modify these settings to best suit the navigation situation.
- In case of such modification, record same in Deck log book

!! Safety contour alarm can become repetitive and annoying in narrow channels where the look ahead
cone breaches the safety contour line. In these cases choose box shaped frame if available and adjust
safety frame size.

5.4 Isolated Danger Symbol

Information:

 ENCs include details of various types of underwater features which may pose a danger to navigation.
 ECDIS also uses entered value of "safety contour" to determine how to display above features in the
ENC data.
 ECDIS displays the Isolated Danger Symbol, when an above feature:
o Has depth less than or equal to the safety contour values entered by user, and
o Is located in deeper waters beyond safety contour (as depicted by ECDIS).
 This isolated danger symbol:
o Is only applied to wrecks, rocks and obstructions, well heads etc that are submerged
o Is Not applied to soundings
o Most commonly represents a point feature
o Will appear in the centre for obstructions which are area features (e.g. foul area).

Precaution:

 OOW

 Be aware that, not all danger features have depth values defined.
 Take due care, whenever encountering an isolated danger symbol.
 Use ECDIS pick report to confirm if the feature poses a real danger to vessel.

5.5 Off-Track Distance (XTD) / Off-Track Limit (XTL)

 Below recommended values:
- Under Pilotage (Inside port limits): Port/Starboard 0.1 to 1.0 nm.

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- Coastal waters: Port/Starboard 1.0 to 2.0 nm

- Open waters: Port/starboard 2.0 to 5.0 nm.

 OOW in consultation with Master may set values less or more than the above basis prevailing cicumstances.

!! !! When transitting a channel set the XTL less than the channel width

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6 ROUTE MONITORING ON ECDIS

!! ECDIS is an excellent tool to assist with navigation but it is an aid to navigation not a solution in itself.

6.1 Monitoring the Passage

 See Doc 5.2 for details on Principles & procedures related to Passage Planning - Appraisal, Planning &
Execution.

6.1.1 General
 Consider the following, when conducting the Monitoring phase (not exhaustive):
o Is the Route safe?
o What is the nearest danger?
o Are all sensors functioning correctly and what is their accuracy?
o Verify accuracy using the primary / secondary divergence alerts.
o Determine accuracy of the primary position fixing system (GNSS) by using all available means such
as (but not limited to):
 Visual references
 RIO
 Parallel Indices
 Visual and Radar Fixes
 Astronomical observation.
 Dilution of precision (DOP)
 Signal to Noise ratio (SNR)
o Check waypoint ETAs.
o Cross-check position against all other Navigation Aids.
o Ask yourself, does the plan make sense?

6.1.2 Voyage monitoring principles

 OOW

 Follow the below principles during voyage monitoring:

o Avoid over-reliance on ECDIS display of position. (See section 3.2 for details)
o Apply manual checks of position at prescribed intervals using alternative methods.
o Investigate all ECDIS alerts immediately and, take required action, as necessary.
o Avoid relying solely on automated monitoring of alarms.
o Undertake a careful visual inspection of the Passage Plan for the period of their watch:
 To confirm that it remains clear of dangers.
 Especially, on application of changes since last check off the voyage plan.
 Must not assume that the plan is already reviewed.
o Configure ECDIS display:
 For above inspection and whenever he considers it necessary to view more data.
 To show all other safety features particularly, the contours and soundings.
o Be familiar on how to return ECDIS display to that laid down in Passage Plan for execution.

6.1.3 Monitoring the Operational Status of ECDIS & Alarm Management

 Also see Section 3.2 Over Reliance on ECDIS & Section 4.5 Sensor Inputs
1. Alert are divided in to 2 categories
- Safety alerts: Alert announces an unsafe condition which requires immediate attention, such as
a. Danger of collision
b. Danger of grounding
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 Safety alerts draw the attention of the operator to assist in making an operational decision. Activation of these
alerts is based on operator settings (safety settings).
- Deficiency Alert: Alert announces an abnormal condition of the equipment, such as:
a. Incorrect settings.
b. Loss of sensor.
c. Failure of equipment (control system failure, loss of power, faults in system, etc.).

 Deficiency alerts draw the attention of the operator towards deficiency and help to avoid decision making
mistakes. These alerts are based on the default settings by the maker and the operator has no control over
them.

 Bridge Team
1. Automated ECDIS alarms may become excessive & in some lead to alarm fatigue.

!! OOW must undertake careful visual inspection throughout entire voyage to confirm that:
- The route and any deviations from it, is clear of dangers
- The sensors are providing an accurate fix of vessel’s position w.r.t charted features.

2. Follow below process to reduce alarm fatigue:

o Setup ECDIS to minimise alarms that are not relevant to safe navigation
o Check inputs to ECDIS frequently
o Prudently set ARPA alarm setting limits for CPA, TCPA and proximity warning in high traffic area

!! Danger (grounding) alarms and sensor input failure/differential alarm must take priority

o Enable following alerts (visual and audible)

- Grounding or danger
- Critical points (mariner derived note)
- Cross track (deviation from route)
- Mandatory sensor failure
- Different geodetic datum
- Primary /Secondary Divergence alarm.

 Area alerts differ between manufacturers where some provide warnings or cautions or are user selected.
Normally all IMO related area alerts should be kept on and additional areas should be selected as per task at
hand.
o Turn off other alerts as appropriate including alarms for areas with special condition
o Review outstanding alerts
- On taking over watch and at frequent intervals
- Ensure they are not indicating a navigational risk
3. Upon viewing an alert displayed on ECDIS
o Act on safety alerts as per watchkeeping procedures to avoid possible danger
o Act on deficiency alert as per makers operational manual/procedures
- If incorrect setting, correct the settings as per the set up procedure
- If loss of sensor, switch to back up sensor or manual input
- If failure of equipment, report to Master

 Use equipment after RA & additional controls

!! Above to be done while maintaining situational awarness.

4. If unable to maintain situational awareness, call Master and increase BWL

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5. On vessel fitted with two ECDIS, consider disabling alarm on one ECDIS after Masters permission during
standby condition to reduce distraction
o Record time when alarm disabled and enabled
 Do not block or cover the alarm speakers with any object to reduce the sound or intensity
 Do not deactivate the function of highlighting alerts on ENC.
 Do not depend on alarm system to notify impending issue or problem. OOW to assess situation by
“looking out of window”

Safety Alerts that help to monitor passage plan and danger target

Alarm Functions & Recommendations Source of information

Highlights the identification of Radar / ARPA, AIS
CPA & TCPA alarm
danger target as per safety
settings. Act as per ROR
This assists in identifying the new Radar / ARPA
Target in guard zone
target and automatically tracking
it.
Comply with company procedure - ECDIS, GNSS
Deviation from route or
Deviation from passage plan.
Cross Track Error (XTE)
If crossing safety contour, refer to ECDIS
Crossing safety contour
passage plan and act. Comply with
company procedure on navigation
across safety contour
If approaching a critical point, act
Approach to critical point ECDIS, GNSS
as per passage plan.
If crossing a navigational danger, ECDIS
Crossing a navigational danger in
review your passage plan or call
route monitoring mode
Master.
End of route. ECDIS
Arrival
Highlighting dragging of anchor. ECDIS, GNSS
Anchor watch alarm
Monitoring the depth to meet Echo-sounding device
Depth below keel alarm
safety settings.
Route planning across safety This alert assists in identifying
ECDIS
contour crossing of safety contour during
passage planning.
Route planning across specified This alert assists in identifying
ECDIS
area special conditions during passage
planning

Deficiency Alerts: Incorrect or non-conforming setting:

Alarm Recommendations Source of information

This indicates user did not set up ECDIS
Default safety contour
safety contour and ECDIS is
displaying default safety contour
of 30 m.
Suggest checking safety contour
settings as per SMS procedure.
Different Geodetic datum ECDIS

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Alarm Recommendations Source of information

This indicates the overscale ENC. ECDIS
Information overscale
Highlight if the chart display
Customised display ECDIS
settings are different from
standard settings
Highlight the absence of any ENC ECDIS
No ENC available
data
Larger scale ENC available This helps in identifying if a larger
ECDIS
scale ENC is available.
Increase the scale to load / view
larger scale ENC.
Area with special conditions We need to include this in
ECDIS
passage monitoring
Different reference system ECDIS
Applicable for ARCS mode

Deficiency Alerts: Loss of sensor

Alarm Recommendations Source of information

Check GNSS sensor. ECDIS
Positioning system failure
Switch to secondary sensor or DR
mode.
Highlight the loss of tracked target. Radar / ARPA, AIS
Lost target
Equipment reaches to its target Radar / ARPA, AIS
Target capacity
capacity.
Highlight the loss of position / DR GNSS
Loss of position
mode.
Highlight inaccuracy in the position GNSS
HDOP exceeded
Differential integrity Highlight the status of DGPS. GNSS
status
Differential corrections Highlight if differential signal not GNSS
applied.
not applied
Loss of differential signal GNSS
Highlight the loss of differential
signal

Deficiency Alerts: Equipment failure

Alarm Recommendations Source of information

Highlight the defective ECDIS. ECDIS
Malfunction of ECDIS
Activate ECDIS failure procedure
and call
Master
Highlight the failure of system
System test failure ECDIS
test. Comply with defect
reporting procedure.
Report the result of this failure to
technical support of the maker
for further assistance.

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Alarm Recommendations Source of information

Check the backup power supply BNWAS
Power supply failure
Comply with defect reporting
System fault Compass – Gyro
procedure.
Report the fault to technical
support of the maker for further
assistance

6.2 NAVTEX
 OOW

 Monitor NAVTEX closely, being a vital source of safety information

 Plot NAVTEX information relevant to the safety of navigation on charts.
 On receipt of a NAVTEX message:
o Highlight the location and coordinates that the message relates to.
o Plot the coordinates as required.
o Allocate a danger attribute if necessary.
o Assess warning effect on the route and inform the master / OOW as required.
o Indicate reading of the message and the location as examined.
o Protect the message as required to prevent deletion.
o File all messages in the bridge designated file.
o Mark inactive NAVTEX messages as deleted.
o All OOWs should sign the NAVTEX print out.
 Where NAVTEX is integrated with ECDIS
o Check/configure correct (relevant to current and future requirements):
 Station identifiers.
 Subject identifiers.
o Delete outdated information as appropriate.
o Select NAVTEX data for display.
o Configure area alerts with regard to NAVTEX information
o Plot the area / co-ordinates if applicable using manual corrections or user maps.

6.3 Enhanced Group Call (EGC)

 Enhanced Group Call (EGC) is a service used for transmission of maritime safety information (MSI):
o In areas where NAVTEX in not available
o Through Inmarsat C System.
 These messages include:
o Navigational warnings
o Meteorological warnings
o Meteorological forecasts
o Search and Rescue messages.
 EGC messages:
o Are received and printed by the Inmarsat C terminal.
o Displayed on the terminal screen
o Stored in a log file on the terminal

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6.4 Chart Accuracy

General:

 Deck Officers:

 Be aware that:
o Accuracy of the position of chart data (ENC or RNC), may be considerably less than that of the
positioning system in use.
o NP231 provides detail on the relative accuracy of ENC.
 Consider these factors in their Risk Assessment.
 Ensure, voyage plan appraisal considers each of these factors.
 Use "Pick reports" to:
o Access, series of fields within an ENC,
o Determine the underlying quality of data, and
o Assist in calculating required tolerances.

Assessing Accuracy of ENCs:

 Navigation Officer

 During voyage planning:

o Consider following factors, when assessing accuracy of the ENC &
o Determine how to factor these into the execution and monitoring of the Plan.
 Survey accuracy:
o Information such as survey date & method may be encoded in ENCs using "meta-object Survey
Reliability" (M_SREL).
o This is:
 Similar to the survey source data diagram on a paper chart.
 Normally not displayed as an individual viewing group, accessed through the Pick Report.

 Compilation and data accuracy:

o Category of Zone of Confidence in data (CATZOC) is an attribute that provides six different zones
of confidence. (See Section 3.6 for Details)
 Horizontal accuracy:
o Data from older surveys or copied from charts produced to a datum other than WGS 84 may have
considerable horizontal shifts.
o That can affect the use of GNSS positions.
o These are explained in the ENC Notes and the README file.

 Refer to NP231, for further information on using ENC in this context.

When Route Planning and compiling the navigation plan:

 Navigation Officer

 Check the chart Information panel to confirm the chart's:

o Age.
o Datum &
o Update status.
 Investigate all chart cautions, warnings & other details.
 In the case of RNCs, check the Source Data Diagram.

 If in doubt on quality of the ENC source data, consult and compare, equivalent RNC (if available).
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 It’s not necessary that ENCs uses the same source data as the RNC equivalent, particularly with foreign sourced
ENCs.

 Note any relevant hazards or cautions and brief the Master during presentation of plan.
 When making Passage Plan:
o Consider the accuracy of any ENCs used &
o Determine the safety implications of navigating across poorly surveyed areas.
 Calculate & note horizontal & vertical uncertainty linked to charted features for each leg of the plan.
 When calculating the safety depth and safety contour:
o Consider the need to apply additional safety margin to features in less accurately surveyed
waters.

 Where ECDIS allows, inaccuracies should be displayed as a positional error around own ship position.

6.5 Copying and Saving Information

 A route, once prepared on ECDIS can be:
o Saved and used again, or
o Uploaded and used in another system.
 Where LAN connects multiple systems, keep all systems in an identical state, by transfer of data
between systems such as:
o Routes.
o Additional Information &
o Manual Corrections.
 Avoid transfer of voyage specific data between ships by any media, as such practice:
o Inevitably leads to Complacency in the planning of Routes &
o May result in the activation of a Route:
 Not planned in accordance with these procedures or
 Which uses data not specific to the ship.
 That may ultimately place the ship in danger.

7 ECDIS SOFTWARE UPDATES & VIRUS PROTECTION

7.1 Virus Protection

 ECDIS:
o Does not have virus protection and is hence prone to attack.
o If infected, could lead to catastrophic system failure.
 To prevent a harmful virus infecting ECDIS, company recommends:
o USB use restricted to, a single USB, used only within the LAN.
o Check for virus of USB sticks and CDs, prior to inserting into ECDIS.

!! The use of USB memory stick / USB slot on ECDIS, is not permitted without Master’s approval.

7.2 Software Updates & Operating Anomalies

Information:

 Changes introduced in edition 4.0 of IHO S-52 presentation library, invalidates:

o Tests contained in IHO ECDIS data presentation, and
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o Performance Checks designed and developed for editions 3.4 or earlier.

 New Presentation Library 4.0 includes:
o 2 new symbols, and
o 1 additional function. (as indicated in the NP5012.)

Documents required to verify that ECDIS are type approved to new IHO & IEC standards (IEC 61174:2015):

 Master

 Ensure:
o An ECDIS type approval certificate is available showing conformance with tests in Edition 4.0 of
IEC 61174.
o Officers are able to demonstrate software information indicating "Presentation Library: 4.0"
(PresLib) on the ECDIS unit.

Checks:

 For a graphical way to establish that ECDIS is correctly displaying the new symbols, check ECDIS Chart
1

 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.

 ECDIS Chart 1 and IHO Presentation Library edition 4.0 checks are required:
o Once after installing an ECDIS.
o After a software update, system upgrade or change of equipment.

 In case of any discrepancy during the Test , inform Office.

ECDIS units’ type-approved to old standards (IEC 61174:2008) and upgraded to new IHO & IEC standards (IEC
61174:2015)

 In this case:
o Have records showing, successful Performance Check (IHO ENC Check Dataset) after software
upgrade.
o Maintain records on board indicating Dataset check:
 At every ECDIS familiarization &
 Repeated whenever a new OOW joins the ship.

 COMMENT: Refer to Annex 11, for procedure for performing the data set check.

 Navigation Officer

 Check for new content prior planning any route.

8 ECDIS MAINTENANCE

8.1 General
 Following aspects have been considered when developing maintenance policy / procedures for ECDIS:
o ECDIS is:
 Largely dependent on complex software for its correct operation.
 Not to be treated as a 'fit and forget' piece of equipment.
 Made of hardware and software with a limited life.

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o Original equipment manufacturers (OEMs):

 Are unable to support systems indefinitely.
 May in future, no longer support or produce ECDIS.

8.2 Planned Maintenance

 ECDIS comprises of 3 elements:
o Hardware,
o Software, and
o Data.
 Verify that ECDIS is:
o Nominated as a Critical Equipment, &
o Included in vessel’s Planned Maintenance System.
 Follow planned and unplanned maintenance, handling of shutdowns and defect reporting accordingly.
 Ensure critical spares are maintained as per manufacturer’s advice.

8.3 Software-related Issues

8.3.1 Operating system issues

Information:

 These are related to updating the operating system of ECDIS.

 Original Equipment Manufacturers (OEM) are responsible for this & providing updates.
 Software is updated by installing patch files.

Related Precautions:

 Company will liaise with OEM to supply latest version to the vessel.

8.3.2 Software application issues

Standard Updating:

 These are related to the ECDIS software application system caused when OEM have not amended their
system to match changes in IHO data.
 IHO ENC / ECDIS Data Presentation and Performance Checks can detect these errors.

Software Bug:

 A "software bug" is an error in the application coding that either causes the ECDIS to:
o Display the ENC incompletely or incorrectly or
o Produces inaccurate calculations.
o In the worst case, crash or give misleading but plausible results.

Related Precautions:

 Company remains in close contact with the ECDIS manufacturers e.g. through some form of support
and maintenance contract throughout the life of the system.
 The manufacturers in turn keep the company informed of new software versions that deal with:
o Standard updating &
o Software bug issues.

8.4 ECDIS and ENC interaction issues

 In rare cases loading ENCs and updates may cause:
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o Display of error messages.

o In some instances, ENC or update not to load onto the ECDIS.
o In very rare occurrence, the system to crash.
 Company can do very little in maintenance to avoid above issues.
 Watch Officers

 Be familiar with backup procedures,

 Carry out the loading of ENCs and updating, during times that are not critical to vessel’s navigation.
 Company / Master

 Ensure, that ENCs are licensed from a provider that undertakes quality assurance checks on data
provided.

 Any problems that the UKHO becomes aware of, will be promulgated:
Ÿ In section VIII of Admiralty Notices to Mariners or
Ÿ In the most urgent case, by navigational warning.

 OOBW/ Master

 If a serious problem is encountered, immediately contact their ENC service provider to:
o Enable appropriate investigations &
o Notify others that could be affected.
 Company

 Periodically ensure that the:

o System installed meets current operational needs &
o Sensors attached, are continuing to perform satisfactorily.

Potential Issue with Older ECDIS Systems:

 Many older ECDIS systems:

o May have Limited hard disk space & processors that are slow by modern standards.
o May be adequate for voyages that require a small number of ENCs.
o May not be able to perform adequately with larger ENC holdings with time to:
 Zoom the display or
 Load new ENCs satisfactorily.

 Navigation Officer

 Purge system regularly, of cancelled charts or charts no longer used, to:

o Maximize disk space available &
o Ensure cancelled charts are not accidentally used.

Issues with sensors interfaced to ECDIS:

 This is normally identified during voyage monitoring.

 Navigation Officer

 Periodically confirm their correct operation.

e.g. On fitting a new GNSS aerial, confirm the offset from the Common Consistent Reference Point
(CCRP) and correct if necessary.

Precautions:

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 Company

 Ensure, all makes & models of ECDIS used on company vessels, are currently supported by the
manufacturer.
 Where systems are no longer supported, consider how to apply system updates in future.
 Ensure every vessel has procedures to cover, at least the following:
o Periodic review of ECDIS to ensure system is operating correctly.
o ENCs are displayed fully and correctly by use of the IHO check data set.
o Known OEM software issues are identified and understood through:
 A maintenance support contract or
 By direct contact with the OEM or from their website.
 Notification of any discovered errors / ECDIS issues either to the OEM or IHO.
 Periodic purging of system to remove cancelled ENCs and permits

9 ECDIS FAILURE

9.1 Mandatory Sensor Input Error or Failure - General

 OOW

 On identification of a mandatory sensor input error:

o Identify the failed sensor input.
o Inform the Master.
o Take appropriate immediate action.
 Master in Coordination with OOW

 Examine whether the failed sensor input affects:

o Safe navigation of the ship.
o Any other electronic systems.
 Operate secondary navigational means.
(back-up ECDIS or paper-based chart folio, as applicable).
 Follow other back‐up procedures to ensure safe navigation.
(e.g. traditional position fixing methods.)
 Assess:
o Need for extra manpower on bridge & elevate watch level as required.
o Whether there is a need to amend passage plan.
 Inform all other deck officers of any known errors & limitations of the bridge equipment.
 Identify a rectification action to repair the sensor input.
 Record above in taking over the watch checklist ID-NAV-15.

!! Navigation officers should be aware of:

Ÿ Which electronic systems are providing sensor inputs into each ECDIS, and
Ÿ Consequences of the inputs failing or malfunctioning due to local electronic system failure.

9.2 Primary Position Fixing Source Failure / GNSS Failure

 ECDIS is capable of working efficiently without GNSS, following a loss of signal or jamming.
 OOW

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 As a minimum, conduct the following:

o Read and acknowledge the Alarm, identifying the failed sensor.
o Inform Master.
o Select the Secondary position fixing sensor/ source (GPS2).
o If GNSS is unavailable, select DR or EP mode.
o Independently fix/ monitor the ship using Traditional Position fixing/ monitoring means.
(Radar, visual, Celestial, Clearing bearings & ranges, PI technique etc.)
o Identify other equipment, possibly affected by the failed sensor.
o Amend the ship's Route as necessary.
o Investigate defect rectification, consult Maker’s manual.

 For GNSS / GPS position marking on ENC chart, apply the “EVENT mark” technique.
 For position fixing by external sources such as visual/radar, apply the “OFFSET position mark”.

 On restoration of Primary Position Fixing System:

o Correlate with RIO and other means.
o Inform Master and Navigation Officer.
 Master

 If unable to rectify:
o Seek assistance from the Company.
o Consider remote troubleshooting by the provider.

9.3 Non-Mandatory ECDIS Sensor Input Error

 OOW

 On identification of a non-mandatory ECDIS sensor input error:

o Inform the Master.
o Take appropriate action.

 ECDIS remains legally compliant if:

 There is a failure non-mandatory sensory input and
 The sensor failure does not affect the proper operation of ECDIS.

10 ECDIS BACKUP, RECORD KEEPING & REFERENCES

10.1 ECDIS Data Recording

 ECDIS automatically records voyage data during use.
 Configure it as required to provide a comprehensive picture of the past track of the ship.

!! Do not playback navigational data on bridge ECDIS, when vessel is underway.

 In case of a navigational incident developing:

o Save ECDIS Screenshots (if possible).

 This should not affect OOWs duty to correctly deal with the incident.

 In case of a navigational incident or significant near miss:

o Immediately back up relevant playback files.
o Save screenshot to disc.
 If it was not possible to get a Screenshot during a navigation incident or significant near miss:
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o Immediately after the incident, save screenshot to disc from all bridge terminals.

 This will assist in any subsequent investigation or enquiry & enable the investigation team to:
Ÿ Observe configuration of each terminal &
Ÿ Observe what each user was seeing at the time.

10.2 Backup Procedure

 Backing up the data:
o Helps de-clutter the hard drive of the ECDIS &
o Serves as a readily available record, in the event of:
 ECDIS failure or
 Loss of data or
 Inadvertent deletion of data.

 Navigation Officer:

 Be responsible for backing up of following data at regular intervals:

o Routes.
o Additional Information.
o Manual Corrections.
o Logbook &
o Other relevant ECDIS data.
o Track files.

10.3 Records
 Retain following documentation on board for inspection by any 3rd Parties e.g. PSC:
o Type approved documentation stating ECDIS (and backup) complies with IMO performance
standards.
o Generic ECDIS training certification, as per Flag State requirements.
o Type specific training certification under the terms of the ISM Code and the ship's relevant Flag
State (method of training / approval to be determined by relevant Flag State).
o ENC data used for the intended voyage are from the latest official editions.
o ECDIS is being updated properly and a system for updating electronic charts is in place from an
official electronic chart supplier.
o ECDIS training and familiarization requirements, including ECDIS maintenance procedures.

11 PSC PROCEDURES / MANDATORY ECDIS ENFORCEMENT

11.1 General
 Failing to meet ECDIS legislations can have severe impact including:
o Detention of the vessel by PSC.
o Suspension of Class.
o Issue of a major N/C under the ISM Code resulting in suspension of DOC / SMC.
o Automatic termination of insurance.

11.2 Key items for PSC inspection regarding ECDIS

List of Key Inspection Areas:

 Documentation indicating, ship's navigation system complies with IMO Performance Standards for
ECDIS:

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o Appropriate declaration in the ship's "Record of Equipment" form.

o ECDIS type approval certificate, confirming that the ship's ECDIS complies with the relevant:
 IMO performance standards &
 IEC (International Electro technical Commission) test standards
 Written procedures on board the vessel for using the ECDIS system.
 Listing of ECDIS as critical equipment in SMS.
 Officers are able to produce documentation for:
o ECDIS generic training.
o ECDIS Type-specific training.
 ECDIS software complies with the latest applicable IHO standards.
 There is agreement between sensor data and its presentation on the ECDIS system.
 Ship is equipped with:
o Latest updates and new editions of ENCs.
o Additional nautical publications, as defined by the national carriage requirements.
o An approved back-up arrangement for safe navigation for the entire voyage in case of an ECDIS
failure.
o An appropriate, updated collection of paper charts, if the ECDIS system is being used in RCDS
mode.
 Evidence of periodic tests and checks of the ECDIS equipment, carried out as per ships SMS.
 On paperless navigation vessels PSC may, but not rightfully enquire regarding backup arrangements
as provided in SMS for failure of both ECDIS’s.

Detention Points

 PSC action such as detention will result when:

o ECDIS is stated on Form E and is clear that it is being used in obvious non-compliance with IMO
requirements.

12 FORMS
 ID-NAV-18 – Bridge Daily Check – At Sea
 ID-NAV-19 - ECDIS Setup
 ID-NAV-20 - ECDIS - On board training record

13 APPENDICES

13.1 Appendix 1 – References & Abbreviations

13.2 Appendix 2 – Basic Information on Electronic Charts & Associated Legislation

13.3 Appendix 3 – Assessment of Risks associated with the introduction of ECDIS use onboard

13.4 Appendix 4 – ECDIS Additional Information

14 REFERENCES
 IMO information papers on ECDIS
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 ICS Bridge Procedures Guide

 Bridge Team Management
 ICS – Industry recommendations for ECDIS
 NP 232 - Guide to ECDIS Implementation, Policy and Procedures
 NP 231 - Guide to practical use of ENC
 MSC.1-Circ.1503 ECDIS - Guidance for Good Practice

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Table of Contents
1 REFERENCES AND ABBREVIATIONS.....................................................................................................................2

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1 REFERENCES AND ABBREVIATIONS

 AIO: Admiralty Information Overlay.
o Service provided by the United Kingdom Hydrographic Office (UKHO).
 AIS: Automatic Identification System.
o A short-range coastal tracking system used on ships and by Vessel Traffic Services (VTS):
 For Identifying and locating Vessels.
 By electronically exchanging data with other nearby ships and VTS stations.

 ARPA: Automatic Radar Plotting Aid.

o A system that:
 Creates tracks on the radar display using radar contacts.
 Calculates the tracked object’s course, speed and closest point of approach.

 COG: Course Over Ground.

o The GPS system’s calculation of the ship’s heading in relation to the installed chart system.
 Company:
o It is any organisation or person (such as the Manager or the bareboat Charterer):
 Who has assumed the responsibility for operation of the ship from the Owner &
 Has agreed to take over all the duties and responsibilities imposed by the ISM Code (as per
SOLAS Chapter IX/1).
 DCDB: Data Center for Digital Bathymetry.
o Operated by the National Geophysical Data Centre in Boulder, Colorado, USA.
o Is a focal point for digital hydrographic data services for IHO Member Countries.
 DGPS: Differential Global Positioning System.
o Broadcasts the difference between the positions indicated by the:
 Satellite system and
 The known fixed positions.
o Uses a network of fixed, ground-based reference stations.
 DNC: Digital Nautical Charts.
o A vector-based digital product.
o Is designed to give Navigation Officers an up-to-date seamless database of the world.
o Are published by the National Geospatial-Intelligence Agency – part of the United States’
Department of Defence.
 DSCC: Data Supply Chain Certification.
o A system of handling data intended to ensure that there is no degradation of data during the
transmission:
 From its source
 To the point at which it is displayed on the end-user screen

 EBL: Electronic Bearing Line.

o A feature in a radar that is used to determine the relative bearing of an object from the observing
ship’s bearing.
 EC: Electronic Chart.
o A term used to describe the data, the software and hardware system capable of displaying
electronic chart information.
 ECDIS: Electronic Chart Display and Information System.

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o It is a computer-based navigation information system that:

 Complies with IMO regulations &
 Can be used as an alternative to paper nautical charts.

 EGC: Enhanced Group Call.

o This is a service, that’s part of the GMDSS system:
 For transmission of maritime safety information (MSI).
 In areas where the NAVTEX service is not available.

 ENC: Electronic Navigational Chart.

o An electronic chart designed to be used in the ECDIS &
o Issued on the authority of government-authorized hydrographic offices.
 FIG: International Federation of Surveyors.
o An international, non-governmental organisation.
o Supports international collaboration for the progress of surveying in all fields and applications.
 GAGAN: GPS-aided GEO augmented navigation system.
 GEBCO: General Bathymetric Chart of the Oceans.
o An international group of experts who work on the development of a range of bathymetric data
sets and data products.
 GLL: Geographic position-latitude / longitude.
o Used to send position information:
 From the GPS, LORAN C or other satellite receiver
 To other devices, such as radar or ECDIS.

 GLONASS: Global Navigation Satellite System.

o A space-based, radio-positioning, navigation and time-transfer system.
o Operated by the Government of the Russian Federation.
 GNSS: Global Navigation Satellite System.
o A world-wide position, time and velocity radio-determination system.
o Comprising space, ground and user-segments of which GPS, GLONASS, EGNOS, COMPASS and IRNSS
are components.
 GPS: Global Positioning System.
o A US-based global navigation satellite system that provides positioning, navigation and timing
services to worldwide users on a continuous basis.
 HDT: Heading-True.
o Used to send heading information from the gyrocompass to other devices including radar and
ECDIS.
 IALA: International Association of Marine Aids to Navigation and Lighthouse Authorities.
o A non-profit, non-governmental international technical association that:
 Gathers, marine aids to navigation authorities, manufacturers and consultants from all parts of
the world &
 Facilitates knowledge sharing.

 IAPH: International Association of Ports and Harbors.

o A global alliance of ports representing 230 ports in 90 countries.
o Is a non-profit and non-governmental, headquartered in Tokyo, Japan.
 IBS: Integrated Bridge System.
o Ship's systems that:

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 Takes input from sensors throughout a ship.

 Displays position and control information electronically for bridge Officers.
o Navigation Officers:
 Manage this system choosing how to set the system.
 Interpreting output &
 Monitoring interactions between controls and the ship.

 ICA: International Cartographic Association.

o The world’s authoritative body for cartography.
o Cartography deals with the conception, production, dissemination and study of maps
 IFHS: International Federation of Hydrographic Societies.
o A partnership of national and regional hydrographic societies.
o Promotes:
 Development of hydrography &
 Knowledge exchange in the hydrographic community.

 IHO: International Hydrographic Organisation.

o An intergovernmental organization representing over 80 national hydrographic organizations.
o Coordinates hydrographic activity between states.
 IMSO: International Mobile Satellite Organization.
o An intergovernmental organization.
o Oversees certain public satellite safety and security communication services provided by the
Inmarsat satellites.
 IOC: Intergovernmental Oceanographic Commission.
o A UNESCO commission to better manage the ocean and coastal areas.
o Coordinates marine research, services, observation systems, hazard mitigation and capacity
development.
 NAVAREAS:
o Are geographic sea areas.
o Where various governments are responsible for navigation and weather warnings.
 OEM: Original Equipment Manufacturers
 QZSS: Quasi-Zenith Satellite System
o Japanese regional satellite system that will enhance the GPS in Japan.
 README.TXT:
o It is a file which as a minimum includes general information provided by the ENC producer.
 RENC: Regional ENC Coordination Centre.
o Entities set up by the IHO.
o Validates and distributes ENCs from producing nations to end-users.
(Each major geographical area of the world is meant to be represented by a RENC, but only two
currently exist, in Norway (PRIMAR) and in UK (IC-ENC))
 RIO: Radar Information Overlay.
o ARPA/Radar to ECDIS information, when a radar image is overlaid on top of the chart image.
 RNC: Raster Nautical Chart.
o Conform to IHO specifications.
o Produced by digitally scanning and geo-referencing the image of a paper chart.
 S-52:

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o An ECDIS and ENC standard, developed by IHO.

o Provides specifications and guidance regarding the issuing and updating of ENCs, and their display
in ECDIS.
 S-57:
o The IHO Transfer Standard for Digital Hydrographic Data.
o The major components of S-57 Edition 3.1 are:
 Theoretical Data Model
 Data Structure,
 Object Catalogue,
 ENC product Specification,
 Use of the Object Catalogue for ENC.

 S-63:
o The IHO recommended standard for the protection of ENC information.
o Defines security constructs and operating procedures that must be followed to ensure that the IHO
Data Protection Scheme is operated correctly.
 S-100:
o A project under IHO to develop the new geospatial standards for hydrographic data.
o It is purported to be a wider standard:
 Catering to other users apart from ECDIS &
 Based on the ISO TC211 standards for contemporary GIS.
o ENC product specifications based on S-100 will be drawn (termed S-101) which will in due course of
time replace the S-57.
 SBAS: Satellite Based Augmentation System
 SCAMIN: Scale minimum.
o The smallest scale at which an object is displayed.
 SENC:
o A database in the manufacturer’s internal ECDIS format produced as a result of transforming the
ENC.
(The conversion from ENC contained in the ASCII form to SENC in a binary form may be carried
outside the ECDIS in a lab. This is a preferable way to provide efficient and error-free electronic
charts to the end-user.)
 SOG: Speed Over Ground.
o The GPS system’s approximation of the ship’s speed in relation to the installed chart.
 TCS: Track Control System.
o Works via a connection with the autopilot.
o Controls the ship’s GPS position to follow a pre-planned track.
 TTM: Tracked Target Status
o Used to send tracked target information from ARPA to ECDIS.
 VDR: Voyage Data Recorder.
o A data recording system designed for all ships.
o Required on board to comply with the SOLAS Convention.
o Collect data from various sensors on board the Vessel.
o Stores information in an externally mounted protective storage unit.
 VRM: Variable Range Marker.
o A feature of radar used to determine relative distance to any target seen on the screen.

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 VTS: Vessel Traffic Services.

o A marine traffic monitoring system.
o Established by harbour or port authorities, similar to air traffic control for aircrafts.
o Uses radar, CCTV, VHF radiotelephony and AIS to track Vessels.
 WAAS: Wide Area Augmentation System.
o An SBAS system operational in the US region.
 WEND: Worldwide Electronic Navigational Chart Data Base.
o An IHO concept, based on the set of WEND Principles.
o Designed specifically:
 To ensure a world-wide consistent level of high-quality of updated official ENCs.
 Through integrated services that support:
- Chart carriage requirements of SOLAS &
- Requirements of IMO MSCs for ECDIS.
 XTE: Cross track error.
o A quantum to be taken in account, to accommodate any deviations for collision avoidance or
currents.
 XTD: Cross Track Distance.
o It represents the corridor of the route.
o Must be correctly configured to cover the required area.
o The wider the XTD the more alarms will be generated.
 XTL: Cross Track Limit.
o The limiting distance from own ship pivot position to the XTE.
 ZOC: Zone of Confidence.
o An allocated ZOC indicates that particular data meets minimum criteria for:
 Position and depth accuracy and
 Seafloor coverage.

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Table of Contents
1 ELECTRONICS CHARTS & ECDIS........................................................................................................................... 2
1.1 TYPES OF CHARTS.................................................................................................................................................... 2
1.1.1 GENERAL............................................................................................................................................................ 2
1.1.2 VECTOR CHART FORMAT ELECTRONIC CHARTS........................................................................................................... 2
1.1.3 RASTER CHART FORMAT ELECTRONIC CHARTS........................................................................................................... 2
1.2 ELECTRONIC CHART DISPLAY SYSTEMS..........................................................................................................................2
1.2.1 GENERAL............................................................................................................................................................ 2
1.2.2 ECDIS, RCDS, OR ECS ARE TYPES OF ELECTRONIC CHART DISPLAYS SYSTEMS............................................................... 3
1.3 INTRODUCTION TO THE ECDIS AND THE ELECTRONIC NAVIGATIONAL CHART (ENC)............................................................ 3
1.3.1 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM (ECDIS)................................................................................3
1.3.2 ELECTRONIC NAVIGATIONAL CHART (ENC)............................................................................................................... 4
1.4 ENC DATA FORMAT................................................................................................................................................. 5
1.5 ENC SCREEN DISPLAY............................................................................................................................................... 5
1.6 SYSTEM ELECTRONIC NAVIGATIONAL CHART (SENC)....................................................................................................... 6
2 LEGISLATION...................................................................................................................................................... 7
2.1 LEGAL COMPLIANCE OF ECDIS TO IMO REGULATIONS....................................................................................................7
2.2 CHARTS REQUIRED BY IMO TO BE CARRIED ON BOARD..................................................................................................7
2.3 MEANING OF “ADEQUATE BACK-UP SYSTEM” IN CASE OF PAPERLESS NAVIGATION.............................................................8

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1 ELECTRONICS CHARTS & ECDIS

1.1 Types Of Charts

1.1.1 General
 Electronic charts can either be in vector or raster chart format.
 It is important to be aware of the difference between the two chart types.

1.1.2 Vector Chart Format Electronic Charts

 Vector charts are compiled by:
o Attributing to each and every chart feature, a set of values &
o Storing each chart feature in a layered digital database.
 Storage in a database allows the chart data to be displayed as a seamless chart.
 Layering enables the fields of data that are not required at the time to be removed from display to
reduce chart clutter.

1.1.3 Raster Chart Format Electronic Charts

 Raster charts are:
o Exact copies of paper charts &
o Produced by digital scanning techniques.
 When using Raster charts:
o Layering of Information on raster charts is not possible.
o Moving from one chart to another is not seamless, as each chart must be individually selected &
displayed.
o User needs to manually enter, interested information during route planning to trigger alarms as he
requires. The chart data cannot trigger automatic alarms by itself.
o There may be limitations in the look-ahead capabilities:
 Without selecting different scale charts.
 Causing some inconvenience when determining the identity of distant object.
o Datum and projections may differ between charts and users must consider such differences.
 A raster navigation chart (RNC):
o Is a facsimile of a paper chart.
o Originated by or distributed in the authority of a national hydrographic office.

1.2 Electronic Chart Display Systems

1.2.1 General
 Standard features of electronic chart display systems include:
o Display of electronic vector and / or raster charts overlaid with the position of the ship and its track.
o Facilities to “route plan”.
o Automatically update charts using digital notices to mariners.
o Connection of navigation sensors such as GPS, log and gyro to provide positional information.
o Possible connection with autopilot, when Electronic chart display system is a part of an IBS.
 Some electronic chart display systems:
o Offer the capability to display radar data overlaid on the chart.
o Displays (independently controllable) either:
 Selected targets or

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 Full radar picture.

CAUTION: OOW's must exercise caution where target vectors based on the ship’s speed through water are
overlaid on an electronic chart that is displaying speed over ground.

 Factors that determines the extent an electronic chart display system is used, includes:
o The type of system fitted.
o The ability to display official nautical charts &
o If flag state administration allows its use for navigational purposes.

1.2.2 ECDIS, RCDS, Or ECS Are Types Of Electronic Chart Displays Systems.

Electronic Chart Display and Information System (ECDIS):

 An ECDIS with adequate back up arrangements may be accepted as complying with SOLAS requirements
to carry up to date charts when displaying ENC chart data.
 A performance standard exists for ECDIS, presented in the following sections.
 The ECDIS:
o Must be ‘type approved’ to ensure it meets these performance standards.
o That does not meet relevant performance standards is classed as an electronic chart system (ECS).

Raster Chart Display System (RCDS):

 RCDS, or an ECDIS used in a RCDS mode of operation, displaying RNC chart data should only be used:
o As a supplementary navigation tool.
o Together with a complete folio of up-to-date paper charts.
 No performance standard currently exists for RCDS.
Electronic Chart System (ECS):

 Should only be used:

o As a supplementary navigation tool.
o Together with a complete folio of up-to-date paper charts.
 The ECS:
o Is not certified as a ‘type approved’ ECDIS.
o Does not meet or comply with IMO/SOLAS performance standards.
o May allow the use of electronic navigational charts (ENC) and raster navigational charts (RNC).
o May have comparable functionality to a ‘type approved’ ECDIS.
o Should not be solely relied upon for navigation as the system is not tested nor certified.

1.3 Introduction To The ECDIS And The Electronic Navigational Chart (ENC)

1.3.1 Electronic Chart Display And Information System (ECDIS)

 ECDIS is defined in the ECDIS Performance Standards (IMO Resolution A.817 (19)) as follows:
“Electronic Chart display and information System (ECDIS) means a navigation information system
which, with adequate back up arrangements , can be accepted as complying with the up-to-date
chart required by regulation V/19 & V/27 of SOLAS convention, by displaying selected information
from a system electronic navigational chart (SENC) with positional information from navigation
sensors to assist the mariner in route planning and route monitoring, and by displaying additional
navigation-related information if required.
 An ECDIS:
o Is a computer-based navigation system.

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o Complies with IMO regulations.

o Can be used as an alternative to paper navigation charts.
o Integrates a variety of real-time information.
o Is an automated decision aid.
o Is Capable of continuously determining a vessel’s position in relation to:
 Land.
 Charted objects.
 Navigation aids &
 Unseen hazards.
o Includes ENC and integrates:
 Position information from the Global Positioning System (GPS) &
 Other navigational sensors, such as radar, echo sounder & AIS.
o May also display additional navigation-related information, such as sailing directions.

1.3.2 Electronic Navigational Chart (ENC)

 Electronic Navigational Chart is defined by IMO as:
“ENC means the database, standardised as to content, structure and format, issued for use with
ECDIS on the authority of government-authorized Hydrographic Offices.
The ENC contains all the chart information useful for safe navigation, and may contain
supplementary information in addition to that contained in the paper, which may be considered
necessary for safe navigation.
 ENC:
o Is a file containing the official chart data that an ECDIS uses.
o Stores the chart information in the form of geographic objects:
 Represented by point, line and area shapes, carrying individual attributes.
 Making any of these objects unique.

 ENCs are:
o Vector charts that conform to IHO specifications.
o Produced and authorized by national hydrographic authorities such as Hydrographic Offices.
 When used in an ECDIS, it is possible to reassembled data to display:
o Either an entire chart image or
o A user selected combination of chart data.
 Systems using ENCs can be programmed to warn of impending danger in relation to:
o Charted information &
o Vessel’s position and movement.
 ENCs are vector charts compiled from a database of individual geo-referenced objects from:
o Hydrographic Office’s archives.
o Existing paper charts etc.
o Contents, when used in an ECDIS, can be displayed as a seamless pattern:
 In user-selected scales.
 Presenting user-selected chart items.

 Due to the limited physical size and the limited resolution of computer monitors, generated chart image
does not fully imitate the known appearance of the paper chart:
 This apparent disadvantage is compensated by being a data file, hence special ECDIS operational
functions continuously retrieve the ENC content to give warning of impending danger in relation to the
Vessel’s position and its movement.

Enabling Alarms & warnings

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 ENC’s enable the ECDIS to set different types of navigational alarms to act as a warning to the mariner.
 These warnings:
o Are usually visual as well as audible
o Gives a clear indication of any dangers that lay ahead.
 The navigational alarms can include hazards such as:
o Shallow depths, shoals and isolated dangers.
o Minimum under-keel clearance e.g. anti-grounding alarm, provided:
 Echo sounder is integrated.
 Draught details and alarm parameters specified.
o Early warning alarms of:
 Approaching waypoints.
 Alteration of course points.
 Position fixing reminders.
o Changing electronic chart alarms if specified within the alarm parameters.
 ENCs provides a clear display of the navigational situation:
o When reducing the chart scale.
o Without distorting the chart display.

1.4 ENC Data Format

 The IHO Special Publication S-57 “IHO Transfer Standard for Digital Hydrographic Data”:
o Provides the basis for ensuring the worldwide uniformity of ENCs issued by different organizations.
o Describes the standards for the exchange of digital hydrographic data:
 Between National hydrographic offices &
 For distribution of digital data / products to manufacturers, mariners and other data users.

 The World Geodetic System 1984 (WGS 84) is the horizontal datum reference used for all ENCs.
 IHO standard S-63 is:
o Used for encrypting and securing electronic navigational chart (ENC) data.
o A scheme available to hydrographic offices, third-party suppliers and end-users.

1.5 ENC Screen Display

 An ENC:
o Contains an abstract description of geographic entities.
o Does not contain any presentation rules.
 The “Presentation Library”:
o Is a separate ECDIS software component.
o Has all rules for the display of ENC content.
 Only when called up for display, the ECDIS, links the:
o ENC’s geo-referenced objects &
o Appropriate symbolization contained in the Presentation Library.
 The resulting image varies depending on the:
o Selected sea area.
o Intended display scale &
o Mariner’s pre-settings, such as ambient light and other operational conditions.
 Presentation Library for ENCs:

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o Is defined in latest edition of the Annex A of the IHO Special Publication, Appendix 2 “Colours &
Symbols Specifications for ECDIS.
o Is mandatory in all ECDIS.
o Follows that of the paper chart as much as possible.
 The lighting on the bridge ranges from:
o Bright sunlight, which washes out information on the display,
o Night, when light emitted by display must be low enough that it does not affect Mariner’s night
vision.
 The color and symbol specifications of the Presentation Library:
o Is designed to meet the difficult requirements of night use.
o Rather than less demanding normal day conditions.
 ECDIS must switch to a negative image of the chart at night, using a dark background:
o In place of the white background of the paper chart.
o In order not to impair night vision.
o As ECDIS display uses emitted light, compared with reflected light for paper chart.

1.6 System Electronic Navigational Chart (Senc)

 The definition for SENC in the IMO Performance Standards for ECDIS is:
“The system Electronic Navigational Chart (SENC) means a database resulting from the
transformation of the ENC by ECDIS for appropriate use, updates to the ENC by appropriate means
and other data added by the Mariner. It is this database that is actually accessed by ECDIS for the
display generation and other navigational functions and is the equivalent to an up-to-date paper
chart.”
 ECDIS converts each ENC from S-57 ENC format into an internal format called the SENC:
o To display ENC data quickly optimized for chart image creation.
o That may differ between the ECDIS of different manufacturers, unlike the common ENC format.
 ECDIS Performance Standard, paragraph 2.3 defines the characteristics of SENC.
 Chart updates (received electronically or applied manually) are directly incorporated into the SENC.
 SENC delivery
o Is an alternative method to the standard distribution and use of official ENC data.
o Is developed by IHO’s Worldwide Electronic Navigational Chart Database (WEND) system.
o Allows an authorized chart data distributor to:
 Perform the ENC-to-SENC conversion (otherwise would have to happen inside ECDIS) &
 Deliver the resulting SENC to the end user.

 Individual Hydrographic Offices decides, whether to allow the distribution of ENCs for their waters in
SENC format.
 The "Agency code":
o Is used by ECDIS to determine if the displayed SENC data is from either an ENC or a private source.
o Is a two-character combination embedded in the data, unique for any data producer.
o Enables ECDIS to inform the mariners:
 That they must navigate with an official up to date paper chart.
 If SENC data from a private source is in use.

 In above case, ECDIS will show a warning on the ECDIS screen:

«No Official Data -Refer to paper chart ».

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2 LEGISLATION
 SOLAS Chapter V and Resolution MSC. 282 (86) requires fitting of ECDIS on ships engaged on
international voyages.

2.1 Legal Compliance of ECDIS to IMO Regulations

 To follow IMO regulations, an ECDIS must be type approved, which is typically conducted by:
o Recognized organizations or
o Classification societies nominated by flag states.
 International Electrotechnical Commission (IEC) developed the test procedures, that:
o Are based on IMO ECDIS Performance Standards.
o Applies the IHO requirements S-52 and S-57
 The performance standards for ECDIS specify many details, such as:
o It should:
 Present the Standard Display at any time by a single operator action.
 Be possible for the mariner to select a safety depth.
 Emphasize soundings equal to or less than the safety depth, on selection of spot soundings for
display.
 Display, ENC and all updates to it without any degradation of their information.
 Not be possible to alter the contents of the ENC.
o It should be capable of accepting updates to ENC data entered manually:
 With simple means for verification prior to the final acceptance of the data.
 Distinguishable on the display from ENC information and its official updates.
 Not affecting display legibility.
o It should have the ability to display the SENC in:
 A “north-up” orientation.
 With permission for other orientations too.
o Effective size of the chart presentation for route monitoring should be at least 270 mm by 270 mm.
o It should be possible to plan an alternate route:
 In addition to the selected route.
 That is clearly distinguishable from the selected route.

2.2 Charts Required By IMO To Be Carried On Board

 To fulfil the carriage requirements for charts and publications, vessels have to:
o Carry official and up-to-date paper charts or
o Carry a type-approved ECDIS:
 Using up-to-date ENC.
 Supplemented by a suitable back-up arrangement.

 SOLAS Chapter V, outlines the carriage requirements for nautical charts:

o Regulation 2 - Defines the nautical chart or publication (also called “official charts & publications”)
o Regulation 19 - Specifies equipment carriage requirements on different types of ships
o Regulation 27 - Specifies requirements to keep charts and publications up to date.
 Excerpt from SOLAS V, of the relevant paragraphs are given below:
o Regulation 2:
 Para 2.2- "Nautical chart" or "nautical publication" is a special-purpose map or book, or a
specially compiled database from which such a map or book is derived, that is issued officially

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by or on the authority of a Government, authorized Hydrographic Office or other relevant

government institution and is designed to meet the requirements of marine navigation.
o Regulation 19:
 Para 2.1- All ships irrespective of size shall have:
 Para 2.1.4- nautical charts and nautical publications to plan and display the ship's route for the
intended voyage and to plot and monitor positions throughout the voyage; an electronic chart
display and information system (ECDIS) may be accepted as meeting the chart carriage
requirements of this subparagraph;
 Para 2.1.5- back-up arrangements to meet the functional requirements of subparagraph .4, if
this function is partly or fully fulfilled by electronic means;
o Regulation 27: Nautical charts and nautical publications, such as sailing directions, lists of lights,
notices to mariners, tide tables and all other nautical publications necessary for the intended
voyage, shall be adequate and up to date.

2.3 Meaning Of “Adequate Back-Up System” In Case Of Paperless Navigation

 Following back-up options are accepted as meeting SOLAS carriage requirements for ships using ECDIS,
as their primary means of navigation (no paper charts):
o An additional and independent ECDIS, connected to:
 An independent power supply, &
 Systems providing continuous position-fixing capability.
o Vessel is supplied with set of paper charts, namely “Take me Home Back Folio “, which in addition
to the backup ECDIS:
 Is always kept updated with the latest available on board NTMs &
 Used in case of failure of both the primary and backup systems.

 Master must during his Navigation Audits, ensure:

o Charts are always kept updated &
o Personnel are familiar with their use for voyage planning and monitoring.
 The Bridge Team must be:
o Familiar with the backup arrangements and
o Able to revert to the backup system whilst maintaining safety of navigation.
o Tested on their ability to switch to backup during regular drills.
 ECDIS familiarization for Bridge Team, includes back-up switching training.
 Master

 Ensure backup ECDIS:

o Is fully synchronized with the primary ECDIS.
o Displays:
 The planned route.
 Relevant Mariner's Notes.
 Monitoring methods.
 Display settings &
 Track related information.

 Ensure:
o The installed electronic charts are always maintained updated.
o Backup and maintain onboard, routes, permits and other relevant documentation.
o OOWs are familiar with manual methods to plot vessel's position using backup ECDIS.

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CHAPTER 5.9 – APPENDIX 3 - ASSESSMENT OF RISKS ASSOCIATED WITH THE
INTRODUCTION OF ECDIS USE ON BOARD

Table of Contents
1 SAFETY RISKS..................................................................................................................................................... 2
2 RISK ASSESSMENT DEFINITIONS......................................................................................................................... 2
3 AREAS OF RISK................................................................................................................................................... 2
4 RISKS OF OVER-RELIANCE ON ECDIS................................................................................................................... 3
5 DETECTION OF MISREPRESENTATION OF INFORMATION....................................................................................3
6 ASSESSMENT PROCESS....................................................................................................................................... 4
6.1 ESTABLISH THE HAZARDS........................................................................................................................................... 4
6.2 DETERMINE THE RISK................................................................................................................................................4
6.3 DECIDE IF THE RISK IS TOLERABLE............................................................................................................................... 5
6.4 CONTROLLING THE RISK............................................................................................................................................ 5
7 BENEFITS OF RISK ASSESSMENT..........................................................................................................................5

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1 SAFETY RISKS

 Navigating with ECDIS is fundamentally different from navigating with paper charts.

 Electronic chart system has some inherent limitations as follows:

o It should not be:
 Totally relied upon or
 Lead the OOW into a false sense of safety and security.
o It Should not result in over-confidence, as the ship’s position is automatically shown on a chart.
o Watch Officer must be:
 Always worried about the system’s accuracy and reliability.
 Aware of the deficiencies and risks of the overall system and its components.
o Quality of the sum of the information is essentially dependent on the reliability of each component
of data and technology.
o An ECDIS is not infallible. It has the same shortcomings that exist in any technical device.

2 RISK ASSESSMENT DEFINITIONS

 For the purposes of this discussion, the following definitions have been used:
o Hazard: a source of navigational error with potential harm or damage to personnel, own ship, other
ship or environment,
o Risk: the likelihood of the hazard occurring combined with the severity of the hazardous event.

3 AREAS OF RISK
 The hazards associated with the use of ECDIS fall into three categories:
o The equipment itself (both hardware and software) may suffer from:
 potential virus infection;
 power outages;
 loss of input of sensor equipment (depth, gyro, speed);
 ENCs charts being unavailable for certain geographical areas.
o The charts themselves are at risk from:
 permit expiry;
 out-of-date charts being used;
 updates not applied correctly;
 excessive zooming (in the case of Raster charts);
 Inability to open the next chart required (Raster charts).

 Most of these hazards can be mitigated or even eliminated, if bridge crew are properly trained in the
use of ECDIS
 The particulars of these risks are unique to each Vessel, crew and equipment, and can only be assessed
on a case-by-case basis.
 Other factors, such as area of operation and nature of cargo, will also have a bearing on the severity of
the hazard and therefore the risk.

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4 RISKS OF OVER-RELIANCE ON ECDIS

 The training in ECDIS operational use should address:
o The limitations of ECDIS as a navigational tool,
o Potential risk of improper functioning of the system,
o System limitations, including those of its sensors,
o Knowledge of principal types of ARPA/ECDIS/AIS, their display characteristics, performance
o Standards and the dangers of over reliance on ARPA/ECDIS/AIS,
o Hydrographic data inaccuracy; limitations of vector and raster electronic charts (ECDIS vs. RCDS and
ENC vs. RNC), and
o Potential risk of human errors.
 Emphasis should be placed on the need to keep a proper look-out and to perform periodical checking,
especially of the ship’s position, by ECDIS-independent methods.

5 DETECTION OF MISREPRESENTATION OF INFORMATION

 Knowledge of the limitations of the equipment and detection of misrepresentation of information is
essential for the safe use of ECDIS.
 Emphasize following factors during training:
o Performance standards of the equipment,
o Radar data representation on an electronic chart, elimination of discrepancy between the radar
image and the electronic chart,
o Possible projection discrepancies between an electronic and paper charts,
o Possible scale discrepancies (over scaling and under scaling) in displaying an electronic chart and its
original scale,
o Effects of using different reference systems for positioning,
o Effects of using different horizontal and vertical datum,
o Effects of the motion of the ship in a seaway,
o ECDIS limitations in raster chart display mode,
o Potential errors in the display of:
 The own ship's position,
 Radar data and ARPA information,
 Different geodetic co-ordinate systems, and
 Verification of the results of manual or automatic data correction.
o Comparison of chart data and radar picture,
o Checking the own ship's position by using the other independent position fixing systems, and
o Over-reliance on the automated features of the integrated bridge system.
 False interpretation of the data and proper action taken to avoid errors of interpretation should be
explained.
 The implications of the following should be emphasized:
o Ignoring over scale of the display,
o Uncritical acceptance of the own ship's position,
o Confusion of display mode,
o Confusion of chart scale,
o Confusion of reference systems,
o Different modes of presentation,
o Different modes of vector stabilization,
o Differences between true north and gyro north (radar),
o The same data reference system,
o Appropriate chart scale,
o Using the best-suited sensor to the given situation and circumstances,
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o Entering the correct values of safety data;

o The own ship's safety contour,
o Safety depth (safe water),
o Events, and
o Proper use of all available data.
 Trainees should be able to analyse nautical alarms during route planning and route monitoring as well
as sensor alarms.
 They should be:
o Able to assess the impact of the performance limits of sensors on the safe use of ECDIS and to
appreciate that the back-up system is only of limited performance.
o Able to assess errors, inaccuracies and ambiguities caused by improper data management.
o Aware of errors in displayed data, errors of interpretation and the risk of over-reliance on ECDIS
and be able to take proper action.
 In the above context, properly trained navigation Officers should determine what is appropriate in terms
of alarms and navigation parameters according to the characteristics of the vessel and other prevailing
conditions.
 Lack of training can lead to dangerously incorrect usage and/or over-reliance.
!! Navigation Officers must remember that ECDIS is only a tool that helps a mariner safely and effectively
navigate a ship. One of the biggest risks with the transition to ECDIS is an over reliance in the
information provided.

6 ASSESSMENT PROCESS
 The assessment process has four stages:

6.1 Establish The Hazards

 This should include hazards specifically associated with operation in RCDS, and others which refer to
ECDIS in general.
 The limitations of RCDS are well-known: it is a chart-based system (which affects look-ahead capability);
it will not trigger alarms; there may be datum shifts between charts; it cannot be interrogated; it is not
possible to select safety contours; orientation to ‘course up’ is often not practical.
 Hazards associated with ECDIS failure would comprise hardware or software failure, power failure,
incorrect application of chart corrections, input failure (e.g. GPS, depth) and virus infection.

6.2 Determine The Risk

 This should be determined by estimating both the potential severity of the hazard occurring, and then
the likelihood of such an occurrence.
 These should be estimated separately and then combined to produce the risk factor itself.
 Risk Assessment is a subjective process and therefore the Vessel should provide documentation or other
proof to back up any assumptions made regarding these estimations.
 Take the case of virus infection.
 Although a virus designed to wipe clean the computer hard drive presents a critical hazard, if the
procedure used on a Vessel always virus checks (with up-to-date anti-virus software) all received files,
and the ECDIS is not networked to the PC with Internet / e-mail access, the likelihood of the hazard
occurring is extremely low.

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6.3 Decide If The Risk Is Tolerable

 Using the combination of factors described above, a risk matrix is applied, and the risk is categorised at
one of five levels, from trivial to intolerable.
 A substantial or intolerable risk would indicate that better procedures need to be implemented before
any reduction in paper charts should be considered.
 In our case of virus infection, this represents a moderate risk.
 It may be possible to improve procedures in order to further reduce this.

6.4 Controlling The Risk

 This is the opportunity to improve on board procedures and to develop a ‘best practice’ method of
operation with which all crew involved are familiar with the ECDIS.
 They will reduce the likelihood of the identified hazards occurring, and thus the overall risk factor.
 This also allows for the provision of emergency procedures, should any unlikely hazard occur, to further
mitigate the severity of its impact on the ship, its crew and the environment.
 Once the procedures have been formally assessed and appropriate supporting documentation gathered,
you are now in a position to present your petition for a reduction in the number of paper charts carried
on board.

7 BENEFITS OF RISK ASSESSMENT

 Risk Assessment for a ship involves recognition of potential shortfalls in migrating from paper to digital
navigation & helps focus attention on removing these shortfalls, thus increasing safety.
 It should also accelerate the migration to electronic navigation and thus bring forward the benefits
associated with digital charts, such as:
o Easier navigation,
o Greater accuracy, quicker correcting,
o Cost savings inherent in reducing the number of paper charts required.
 There are a number of difficulties associated with starting to use electronic charts, such as:
o Relatively poor coverage of chart data,
o Complexity of integrating charts from multiple sources,
o Complexities of flag and port state control requirements,
o Additional cost of maintaining two systems during the transition period.
 A Risk Assessment will help to recognize and manage these risks.
 It should lead the Company to ensure that all staff receives adequate training in the functionality of their
particular ECDIS, with the type of charts they have chosen to use.
 The use of electronic charts is set to increase, and early understanding of the issues and risks will help
crews prepare for this.

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CHAPTER 5.9 – APPENDIX 4 – ECDIS ADDITIONAL INFORMATION

Table of Contents
1 ECDIS TRAINING................................................................................................................................................. 2
1.1 INTRODUCTION........................................................................................................................................................ 2
1.2 GENERIC ECDIS TRAINING – COURSE CONTENT.............................................................................................................2
1.3 ECDIS TYPE SPECIFIC TRAINING – DETAILS................................................................................................................... 3
1.3.1 EQUIPMENT-SPECIFIC TRAINING..............................................................................................................................3
1.3.2 TRAINING CONTENT..............................................................................................................................................3
2 SITUATIONAL AWARENESS LEVELS..................................................................................................................... 4
2.1 LEVEL I - GATHERING INFORMATION............................................................................................................................ 4
2.2 LEVEL 2 - INTERPRETATION OF THE GATHERED INFORMATION.......................................................................................... 4
2.3 LEVEL 3 - PROJECTION OF FUTURE STATUS................................................................................................................... 4
3 ECDIS DISPLAY – ADDITIONAL INFORMATION.................................................................................................... 5
3.1 GENERAL................................................................................................................................................................ 5
3.2 DISPLAY MODES...................................................................................................................................................... 5
3.3 ENC SCALE RANGES................................................................................................................................................. 6
4 FACTORS THAT AFFECT A TURN & WHEEL OVER POINT & - DETAILED INFORMATION......................................... 6
4.1.1 FACTORS THAT AFFECT A TURN.............................................................................................................................. 6

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CHAPTER 5.9 – APPENDIX 4 – ECDIS ADDITIONAL INFORMATION

1 ECDIS TRAINING

1.1 Introduction
 Various regulations determine ECDIS training.
 The IMO’s STCW requires ECDIS training by:
o Equating electronic and paper charts by definition.
o By stipulating that “ECDIS systems are considered to be included under the term charts”.
 RENC guide to ECDIS concludes that:
o If ECDIS is used as “chart”:
 Knowledge and competency on ECDIS usage must be similar to chart work competency, when
using paper charts.
o ECDIS training is as “mandatory” as chart training.
 The ISM Code requires:
o Company must ensure that personnel are properly familiarized with their duties.
o Above included proficiency in ECDIS, if this is the main means of navigation on board.

 NOTE: Thus, in the event of an accident, ECDIS training may affect liability and insurance.

 National authorities may require ECDIS training for vessels in their flag registries or visiting their ports.
 PSC inspection questionnaire includes:
o “Are Officers able to produce appropriate documentation that generic and type-specific ECDIS
familiarization has been undertaken?”
 Each flag state defines:
o Who on board the vessel must have ECDIS training.
o This usually includes:
 Master.
 Watch keeping Officer.
 Route planner &
 Any other bridge personnel who use the ECDIS.

 IMO Committee on Standards for Training and Watch-Keeping (STW):

o Has approved a standardised IMO “Model Training Course on the Operational Use of ECDIS” (Model
Course 1.27).
o Consists of a set number of topics and skills that provide minimum requirements for a candidate to
receive an ECDIS certificate.
 ECDIS training courses:
o Are generally developed according to flag state requirements.
o Which give the ECDIS certificates their authority.
o Approved by governments, generally need to meet the IMO Model Course demands.

1.2 Generic ECDIS Training – Course Content

 Above training must cover the following topics:
o Concept and capability
o Familiarization
o Principal types of electronic chart
o Legal aspects
o ECDIS data
o Adding information and manual corrections
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o Defining safe water

o Limiting danger lines and clearing bearings
o Presentation of data
o Route planning
o Route monitoring
o Chart updating
o Sensors
o Errors and alarms
o Voyage data recording
o Backup systems
o Confined waters planning
o Fixing
 Carriage of generic training certificates should:
o Satisfy Port State Control Officers.
o Meet the required ECDIS generic training requirement for each holder.

1.3 ECDIS Type Specific Training – Details

1.3.1 Equipment-Specific Training

 The equipment-specific training should:
o Concentrate on functionality and effective use of the system on board &
o Cover, at the least, the areas listed below.
 Familiarization with available functions.
 Familiarization with the menu structure.
 Display setup.
 Setting of safety values.
 Recognition of alarms and malfunction indicators and the actions to be taken.
 Route planning.
 Route monitoring.
 Changing over to backup systems.
 Loading charts and licenses.
 Handling of T&P Notices and NAVTEX information.
 Updating of software.

1.3.2 Training Content

 In general terms, the training includes:
o Safe operation of the ECDIS equipment:
 Use of navigational functions of route planning and monitoring
 Proper action in case of any malfunction
o Proper use of ECDIS-related information:
 Selection, display, and interpretation of relevant information.
 Ambiguities of data management (“datum”).
 Assessment of alarms and indications.
o Awareness of ECDIS-related limitations:
 Errors of displayed data and their interpretation.
 Real and potential limitations.
 Over-reliance on ECDIS.
o Knowledge of legal aspects and responsibilities related to electronic charts:
 Awareness of the status of ECDIS and ECS; of official and non-official data.
 Limitations of RCDS mode.
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o ECDIS:
 Multi-function display.
 Chart Assistant.
o Procedures on, how to:
 Update License using CD-Rom.
 Load Charts using chart assistant.
 Update chart corrections using chart assistant.
o ECDIS Safety Risks:
 The hazards associated with the use of ECDIS.
 Benefits and Short falls.
 Risks of Over-Reliance on the ECDIS.
o Conclusions
 Vessel’s Flag Administration may impose additional requirements for ship-specific training.

2 SITUATIONAL AWARENESS LEVELS

2.1 Level I - Gathering Information

 Perception of the elements in the current situation
 The real time ECDIS display is used in conjunction with traditional visual and radar methods to establish
an overall perception of the current situation.
 This can only be achieved if the ECDIS and sensor data is correctly displayed and calibrated and if the
operator understands the capabilities of the ECDIS.
 For example, in the context of position fixing, prior to ECDIS the Deck Officers would expend
considerable energy plotting positions and obtaining fixes. The advent of satellite positioning systems
automates most of the "perception" stage but places a much larger responsibility on the Deck Officers
to cross-check information obtained automatically - this change of emphasis in the navigational process
should be reinforced in detailed procedures.

2.2 Level 2 - Interpretation Of The Gathered Information

 The ECDIS is capable of displaying many different information sources and these may be interrogated to
ensure that comprehension of the current situation is based on fact rather than assumption.
 This may include the use of Pick Reports, ECDIS display settings, scaling functions, alarm management
and cross reference with other publications.
 The integrity of the displayed information, including all sensor inputs, should constantly be assessed.
This may include use of visual and radar monitoring methods.

2.3 Level 3 - Projection Of Future Status

 Projection is the ability to think ahead of the current situation based on the understanding gained from
the information presented.
 ECDIS functions allow the Bridge Team to project planned navigational decisions to ensure the situation
will remain safe both during and following any maneuver. A well-documented and reviewed Voyage Plan
will enable the Bridge Team to gain a common understanding of the intended route.
 Functions such as the look-ahead alarm and automated route checking for charted dangers allow the
Bridge Team to check ahead of the vessel for navigational hazards.

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CHAPTER 5.9 – APPENDIX 4 – ECDIS ADDITIONAL INFORMATION

3 ECDIS DISPLAY – ADDITIONAL INFORMATION

3.1 General
 IMO Performance Standards for ECDIS specifies:
o Minimum requirements for displayed chart features.
o "Standard" display, which is available on all ECDIS.
 Customisation of the display over standard display is possible on all ECDIS.
 Manufacturers may assign chart features to individual viewing groups.

3.2 Display Modes

 The three display modes are:
o Base display
 Is the minimum level of information which ECDIS has to display at any time.
 Not intended to be sufficient for navigation.
 On some ECDIS, will not have provision for reduction of displayed information.
 Is a subset of the standard display.
o Standard display
 Is the mode ECDIS uses, when first switched on.
 Can be returned to from other modes by a single key press.
 Considered as the minimum information:
- To display at all times and
- Is the starting point to add relevant information to modify display especially during
appraisal and passage planning
o All information
 Presents all of the information available in the ENC data.
 Likely to be much cluttered, particularly if there is:
- A lot of textual descriptions or
- Magenta information symbols.
 Table below indicates features available for each display modes.
Base display Standard display All display
 Coastline (high water) BASE Display + Standard display +
 Scale, range and north arrow  Drying line remaining features such as:
 Display mode  Traffic routeing systems  Spot soundings
 Units of depth and height  Ferry routes  Contours and labels
 Own ship’s safety contour  Fixed and floating aids to  Submarine cables and pipelines
 Isolated underwater dangers of navigation  Details of all isolated dangers
depths less than the safety  Boundaries of fairways,  Details of aid to navigation
contour which lie within the safe channels, etc.  Contents of cautionary notes
waters defined by the safety  Visual and radar conspicuous  ENC edition dated and update
contour features number
 Isolated dangers which lie within  Prohibited and restricted areas  Geodetic datum
the safe water defined by the  Chart scale boundaries  Magnetic variation
safety contour, such as fixed  Indication of cautionary notes  Place names and other labels
structures, overhead wires etc.  Archipelagic sea lanes.  Graticules
 Indications of ENC quality

3.3 ENC Scale Ranges

 ENCs are created and designed for different scale ranges (Usage Bands)
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 Scale to use for any usage band is not yet internationally agreed.
 The table below provides an overview of the common Scale ranges for each Usage Band:
SUGGESTED ASSIGNMENT OF NAVIGATIONAL PURPOSES TO SCALE RANGES
Navigational purpose Scale Range
Overview <1:1 499 999
General 1:350 000 - 1:1 499 999
Coastal 1:90 000 - 1:349 999
Approach 1:22 000 - 1:89 999
Harbor 1:4 000 - 1:21 999
Berthing 1:4 000

 Hydrographic Offices are encouraged to set the ENC compilation scales to:
o Facilitate display of radar overlay on ENCs.
o Be consistent with the standard radar range scales as shown in the following table-
RADAR RANGE / STANDARD SCALE
Navigational purpose Scale Range
200 NM 1:3 000 000
96 NM 1:1 500 000
48 NM 1:700 000
24 NM 1:350 000
12 NM 1:180 000
6 NM 1:90 000
3 NM 1:45 000
1.5 NM 1:22 000
0.75 NM 1:12 000
0.5 NM 1:8 000
0.25 NM 1:4 000

 ENCs with the same Usage Band may overlap, but the displayed information must not.
 ENCs with a different Usage Band could overlap both area and displayed information.

4 FACTORS THAT AFFECT A TURN & WHEEL OVER POINT & - DETAILED INFORMATION

4.1.1 Factors That Affect A Turn

 Factors That Affect A Turn are:
o Structural design & length of the vessel.
o Draught & trim of the vessel.
o Size & motive power of the main machinery.
o Amount of helm used.
o Available depth of water.
 A vessel:
o Trimmed by stern:
 Will steer more easily.
 Lead to increase in tactical diameter of the turn.
o Trim by head:
 Will be difficult to steer.
 Lead to decrease in the diameter of turning circle.
o That is Listed:
 Will be subject to delay in turn.
 Experience a larger turn, when turning into the list.

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 External forces, wind & current will also affect the turn.
CONSTANT RUDDER ANGLE TURN CONSTANT RADIUS TURN

1. Larger drift angle with a corresponding loss of speed Lesser drift angle & hence lesser loss of speed

2. A large rudder angle is needed to steady the vessel At the end of the turn, the new course can be steadied
on new course with lesser rudder angle

3. Uncertainty of ship’s position during the turn Proper control of ship’s posn. during the turn

4. Higher fuel consumption due to zigzagging with Lesser fuel consumption, with reserve rudder and
excessive use of helm. engine power available

4.1.2 Constant Radius Turn Technique

 Constant radius turn technique is based on the following formula:
57 . 3 ᵄ
Rate of turn (Degrees/ minute) = ᵆᵄ
60

where
V= Ship’s speed over ground, in knots and,
R= Radius of the turn in nautical miles.

 The distance of wheel over point from the point where the turn is to become effective is:
o Usually taken as one ship’s length.
o Recommended to be found by, some practice turns on the type of ship one is serving.
 Use the following formula to:
o Find the distance, of wheel over line from the new course line &
o Use it to:
 Set the parallel indexing line or
 The line of turn for giving the wheel over order.
Distance of wheel over line from the new course line = ᵃ ᵆᵅᵅᵰ + ᵄ(1 − ᵅᵅᵆᵰ)
where,
F = one ship’s length (usually),
R = Radius of the turn

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o F = Head Reach – Distance traveled by vessel after giving wheel over & before commencing turn,
i.e. distance to overcome inertia.
o P = Perpendicular distance from wheel over point to new course extension.
o D + P = Parallel Index distance at W/O position.
o D = Parallel Index distance from new course, as obtained from chart.
o R = Radius of turn.
o Ө = Change of course angle.

Marking the Wheel over position

 TO FIND & MARK APPROX. W/O POSITION:

o F = 0.1 to 0.15 NM
o P = R (1-Cos Ө) = F Sin Ө
o Rate of turn = (V / R) x 0.96 where V = speed of vessel
o Distance to new course = Radius x Tan Ө/2
 Decide the radius of turn required, depending on:
o Manoeuvring characteristics of the vessel &
o Available sea room.
o A reference point such as an island, buoy, etc. (can be also used).
o Wheel over point = F + Distance to new course
 Then find the “distance to new course” by the above formula.
 On deciding on the radius of turn, prepare a tabular ready reckoner for various course change angles.

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