Man NVM 006
Man NVM 006
Man NVM 006
Approved by
Chief Operating Officer ( COO)
George A. Kouleris
DOCUMENT CONTROL
No part of this document may be reproduced, utilised, stored in any retrieval system or transmitted in any form
or by any means, electronic or mechanical, including photocopying, recording or by any information, storage or
retrieval system without the permission of Prime Tanker Management Inc and Prime Gas Management Inc.
Page 1 of 3
Navigation & Prime Tanker Management Inc.
GENERAL
Mooring Prime Gas Management Inc.
Manual Revision: 05
(006) GENERAL
Eff. Date: 29/02/2020
RECORD OF AMENDMENTS
Amendment Date Position /
Section / Page No. Date Issued Initials
Number Amended Rank
New Navigational and Mooring Manual Issued with date 30/11/2017
New Manual
00 30/11/2017 N/A CAC S&Q Mgr
Sections 01-10
Sections Amended
01 01-02-03-04 30/11/2017 30/04/2018 CAC S&Q Mgr
05-07-08-10
Sections Amended
02 30/11/2017 31/03/2019 CAC S&Q Mgr
03-05-07
Sections Amended
03 01-02--05- 30/11/2017 31/05/2019 CAC S&Q Mgr
07-08-10
Sections Amended
04 30/11/2017 30/09/2019 CAC S&Q Mgr
01-02-05
Sections Amended
(All)
01-02-03-
05 30/11/2017 29/02/2020 CAC S&Q Mgr
04-05-06-
07-08-09-10
CONTENTS
Page 1 of 3
Navigation & Prime Tanker Management Inc.
GENERAL
Mooring Prime Gas Management Inc.
Manual Revision: 05
(006) GENERAL
Eff. Date: 29/02/2020
Page 2 of 3
Prime Tanker Management Inc. SECTION 01
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
NAVIGATION POLICIES Eff. Date: 29/02/2020
Table of Contents
1.0 Purpose............................................................................................................................................. 2
1.1 Navigation Policy............................................................................................................................. 2
1.2 Restricted Visibility Policy...............................................................................................................3
1.3 Under Keel Clearance (UKC) Policy............................................................................................... 3
1.3.1 Authorised CATZOC.....................................................................................................................5
2.0 Master¶s Overriding Authority......................................................................................................... 5
3.0 Record...............................................................................................................................................6
Page 1 of 6
Prime Tanker Management Inc. SECTION 01
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
NAVIGATION POLICIES Eff. Date: 29/02/2020
1.0 Purpose
This section describes the Company¶s Policy for safe navigation.
Company¶s vessels shall provide safe, reliable and efficient marine transportation.
The safety of Life and the vessel shall always take precedence over other considerations.
Nothing in this policy or in any of the Company¶s procedures must be construed as relieving any
Master, Officer or Crewmember of their responsibilities to exercise sound judgment at all times.
Page 2 of 6
Prime Tanker Management Inc. SECTION 01
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
NAVIGATION POLICIES Eff. Date: 29/02/2020
Min UKC at Min UKC for Minimum UKC Channels, Min UKC whilst berth
Open Sea. sailing in whilst moored at Fairways. alongside a terminal or at
Confined and Sea Island CBM.
Coastal waters, Terminals,
including Port SBM STS,
Approaches. *3 Anchorage Areas
Open Locations.
The vessel¶s Where the actual Minimum UKC of Whilst ³underway´
Whilst alongside a berth,
UKC shall static UKC is less 15% of the the minimum UKC the minimum required
not fall than 50% of the FXUUHQWPD[LPXP required is 1.5% of
UKC is 1.5% of the
shorter than vessel¶s current VWDWLFGUDIWQRW the moulded
moulded breadth of the
10 m after maximum static falling short of breadth of the
vessel but not less than
taking into draft, the vessel 1.5m, after taking vessel, but not less
0.3m
account shall maintain a LQWRDFFRXQW than 0.5 m, after
applicable minimum UKC of applicable taking into account *6 *8 *9
dynamic 10% of the current dynamic factors applicable dynamic
factors maximum static factors.
*4 *7 *8
draft, after taking
*2 *4 *4 *5*6 *7 *8
into account
applicable dynamic
factors.
(SF/MRS/205C)
*4*10
Notes:
*1
For UKC guidance and instructions for calculation, refer to ³Preparation for Sea´. The drafts
referred to in the above table are the drafts of the vessel in the prevailing water density at the
specific location. If there is any doubt as to the actual water density, then the fresh water draft
shall be assumed so as to err toward safety.
*2 Masters shall plan their voyages to avoid transiting areas where the vessel's UKC shall fall
shorter than 10m after taking into account Applicable Dynamic Factors. When at open sea the
vessel must avoid sailing over banks or shoals, even when this complies with UKC.
*3 Areas which for navigational reasons, such as the presence of shoals or other dangers, confine
the movements of the ship within narrow limits, such as separation schemes (TSS), straits,
precautionary areas. They are generally closer than 20 nautical miles to the shore base line or
inshore of the 200 meter depth contour.
Page 3 of 6
Prime Tanker Management Inc. SECTION 01
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
NAVIGATION POLICIES Eff. Date: 29/02/2020
*4 Dynamic factors include squat, motion due to wind, wave and swell, heel experienced in a
turn, changes in the predicted tidal height, caused by wind speed and direction and high or low
barometric pressure.
*5 Channels, Fairways shall mean those areas that are generally within the jurisdiction of a port
authority, and actively managed, including dredging.
*6 Where a Port Authority, Charterers or Terminal requires a greater UKC than prescribed within
this policy, the stringent UKC shall be adopted.
*7 If there is any doubt of the ability to comply with the UKC requirements, advanced
contingency plans are to be made to vacate the berth and proceed to deeper waters to await a
higher tide before re-berthing and resuming cargo operations. Such contingency plans are
required to include consideration of requirements for tugs, pilots, line-handlers, cargo hose
disconnection, etc.
*8 When calculating the UKC, the ENC survey quality (CATZOC) must always be taken into
consideration and included in UKC calculations whenever sailing in depths less than 50m or
when navigating close to shoals and other navigational dangers the position accuracy must be
considered. In cases when CATZOC calculations result in inadequate UKC, the Company
shall be advised and consulted. As soon as information from Port Authorities, Terminals,
Pilots, 3RUWDJHQWV consultation of nautical publications, Sailing Directions and Guides to Port
Entries well as previous Master¶s experience supported by recent calls of similar size vessels
with same draft indicate that there is adequate UKC/ water depths, no CATZOC /Quality
Indication allowance will be entered in UKC calculations after a Risk Assessment has been
performed and approved.
*9 In ports where only a ³Safe Draft´ has been declared and the channel depth is not known then
the Master must contact the Company for advice. Consideration for proceed into the channel
will include confirming from the authorities that vessels with similar draft as own vessel are
safely using the channel regularly.
*10 Where the actual static UKC exceeds 50% of the vessel¶s current maximum static draft,
further UKC calculations are not required, and the vessel shall maintain a minimum UKC of
10% of her maximum current static draft without further UKC calculations.
Where it is known that Charterers, Port Authorities or Marine Terminals have no defined UKC
allowance or exercise less stringent UKC allowances than the Company¶s UKC Policy,
the Company¶s NET UKC procedure must apply, unless the Master, in consultation with the
Company Operations Department, makes a full Risk Assessment of the situation, and secures an
approval from the Company for the reduced UKC allowance.
Once the UKC has been calculated considering all the applicable factors, in case speed reduction is
necessary to compensate for squat then the effect of speed reduction to vessel¶s manoeuvrability has
to be evaluated taking into account the waters the vessel will navigate and proximity to navigational
hazards.
Reduction of the quantity to be loaded shall be assessed with the participation of the Operations and
Marine/Vetting Departments Managers.
In cases that the UKC Policy cannot be complied, a Risk Assessment must be carried out and
Company¶s advice sought and approval to be obtained.
Page 4 of 6
Prime Tanker Management Inc. SECTION 01
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
NAVIGATION POLICIES Eff. Date: 29/02/2020
The CATZOC depth correction will not be added in the Safety Depth and Safety Contour
Formula when the Charted depths are more than 50 meters.
The CATZOC must be considered not only for the accuracy of depth data but also in relation to safe
distance from shoals or other navigation dangers when the route is passing-by in a distance of less
than 0.5 nm in restricted waters such as rivers, channels and 2 nm in coastal or open waters
therefore, approach of shoals in a closer distance is not recommended.
Page 5 of 6
Prime Tanker Management Inc. SECTION 01
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
NAVIGATION POLICIES Eff. Date: 29/02/2020
3.0 Record
Minimum Underkeel Clearance Policy Poster POSTER 43
Page 6 of 6
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
Contents
1.0 Purpose......................................................................................................................................... 3
2.0 Responsibilities.................................................................................................................................3
2.1 Master............................................................................................................................................... 3
2.1.1 Navigation Audits.......................................................................................................................... 3
2.2 Navigating Officer............................................................................................................................ 4
2.3 Officer of the Watch (OOW)............................................................................................................ 5
3.0 Bridge Team Management (BTM)................................................................................................... 5
3.1 Managing the Bridge Team.............................................................................................................. 5
3.2 Familiarisation of the Bridge Team.................................................................................................. 6
3.3 Management of Stress, Fatigue and Distractions............................................................................. 6
4.0 Bridge Standing Orders / Master¶s Specific Standing Orders /Master¶s Bridge (Night) Orders
Book........................................................................................................................................................6
4.1 Bridge Standing Orders.................................................................................................................... 6
4.2 Calling the Master.............................................................................................................................6
4.3 Closest Point of Approach................................................................................................................ 6
4.4 Collision Avoidance......................................................................................................................... 7
4.5 Master¶s Ship-Specific Standing Orders.......................................................................................... 7
4.5.1 Navigational........................................................................................................................................................... 7
4.5.2 Safety......................................................................................................................................................................7
4.5.3 Security...................................................................................................................................................................8
4.5.4 Safe Cargo/Ballast Operations............................................................................................................................... 8
4.5.5 Master¶s Bridge (Night) Orders Book....................................................................................................................8
5.0 Keeping a Navigational Watch......................................................................................................... 8
5.1 Standards Regarding the Ratings Required for the Watch............................................................... 9
5.2 General..............................................................................................................................................9
5.2.1 Watch at Anchor............................................................................................................................ 9
5.3 Specific Guidance for Helmsman & Lookout Duties.....................................................................10
5.4 Unmanned Machinery Space Procedure.........................................................................................10
5.5 Distractions during a Navigational Watch......................................................................................10
5.6 Navigation Watch in Totally Enclosed Bridge............................................................................... 11
6.0 Change of Bridge Watch................................................................................................................ 11
6.1 General............................................................................................................................................11
6.2 Watch Change when Ship Underway............................................................................................. 11
6.3 Watch Change when Ship at Anchor..............................................................................................11
7.0 Bridge Watch Conditions............................................................................................................... 11
7.1 Watch Arrangements...................................................................................................................... 12
7.2 Types of Bridge Watch Conditions................................................................................................ 12
7.3 Management of lengthy periods with increased Bridge manning.................................................. 15
7.4 Hazard Analysis for the Identification of Bridge Watch Conditions Level................................... 15
8.0 Notification to the Engine Room.................................................................................................... 21
9.0 Radio & GMDSS Watch................................................................................................................ 21
9.1 Familiarisation of GMDSS Operators & Periodical Training........................................................ 21
9.2 Radio Watch................................................................................................................................... 21
9.3 Radio Watch Arrangements............................................................................................................22
9.4 Duties of the Radio Watch..............................................................................................................22
Page 1 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
Page 2 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
1.0 Purpose
The procedure describes the actions for Bridge management including duties, communication etc.
2.0 Responsibilities
2.1 Master
In addition to other responsibilities the Master is responsible to ensure the application of this
procedure and the performance and effectiveness of Bridge team members.
In addition to other responsibilities he is responsible for implementing the Company¶s Navigation
Policy and for:
x Issuing Standing Orders which must be displayed on the Bridge.
x Maintaining the Bridge Order Book.
x Ensuring the Company¶s ³Bridge Standing Orders´ contained in SF/MRS/201 are complied
with by all Deck Oofficers including him.
x Designating the most experienced Deck Officer to act as the Navigation Officer.
x Ensuring that a robust passage plan has been completed in line with the Company¶s
procedures.
x Ensuring that all junior Deck Officers effectively contribute in the appraisal and planning of
the passage.
x Ensuring that all OOWs are familiar with and aware of their duties and responsibilities.
x Ensuring Deck Officers familiarity with the use of ECDIS.
x Ensuring that the interaction and exchange of information with the pilot is in line with the
Company¶s procedures.
x Ensuring effective training of the Chief Officer for ³command´. This includes giving him
opportunities for ship handling, anchoring, interaction with the pilots etc.
x Ensuring that the Bridge Officers are trained in manoeuvring the Vessel.
x To ensure that all Deck Officers actively participate as an effective Bridge team member.
Page 3 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
In addition to other responsibilities the Navigation Officer is responsible, unless otherwise ordered by
the Master, for:
x Passage planning (under the Master¶s supervision).
x Ensuring the ECDIS is updated with the latest corrections and software.
x Ensuring that all GMDSS and all other communications equipment are properly maintained.
x Charts/ENCs and Publications:
x Correcting and updating in accordance with the latest Notices to Mariners and other
navigational warnings received.
x Ensuring that all paper charts/ENCs, as required, for the intended voyage are on board
/ licensed, of the latest edition and up-to-date.
x Ensuring that all publications required for the intended voyage are on board and
updated.
x Keeping the NP133C and NP133A up-to-date as required.
x Magnetic compass, gyro compass, repeaters and course recorder:
x Care, adjustments and proper recording of errors / deviation.
x Ensuring that gyro repeaters, course recorder and Radars are synchronized with master
gyro.
x Ensuring the Vessel¶s clocks are synchronized and the chronometer error book is maintained.
x To ensure that Navigation Warnings are received, filed and brought to the Master¶s attention.
x To monitor weather reports and bring to the Master¶s attention any adverse reports.
x Ensuring the Echo sounder is in good order and tests/checks are carried out as per the
manufacturers. Where paper printer is installed then ensuring adequate printer paper is
available.
x Ensuring radar equipment is in good order and performance tests are carried out and recorded.
x Ensuring AIS is in good order and data updated.
x Ensuring Sextants, azimuth circles, barographs, thermometers, hydrometers and navigational
lights are in good order.
x Maintains and up-keeps all Ship's Signal Flags and National Flags.
x Maintains records of all maintenance and repairs to navigational equipment and
instrumentation which includes the ECDIS (refer to the relevant job in PMS).
x Ensures that all Bridge files and records for which he is responsible are updated and
maintained at all times as per Vessel's Filing Plan
x Reporting, timely and properly, to the Master all deficiencies or discrepancies relevant to the
above mentioned navigational charts, publications, systems and equipment.
Page 4 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
Page 5 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
4.0 Bridge Standing Orders / Master¶s Specific Standing Orders /Master¶s Bridge (Night)
Orders Book
This procedure describes the issuance of Bridge Standing Orders, Master¶s Standing Orders and
Master¶s Bridge (Night) Orders.
A copy of the Company¶s Bridge Standing Orders must be posted on the Bridge.
Page 6 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
4.5.1 Navigational
x The Master can establish more stringent criteria for the safety of navigation but he cannot
establish less stringent criteria than Company¶s (procedures and policies) i.e. minimum CPA,
reduced visibility, safe speed, Bridge watch type.
x Instructions for navigation within environmental sensitive areas.
x Instructions for navigating in ice basis prevailing circumstances and Officers experience.
x Use of ECDIS, safety parameters/setting, navigation and communication equipment
(restrictions and proper utilization for a safe passage).
x Adherence to any local navigation regulations.
x Instructions on the use of BNWAS.
4.5.2 Safety
x Additional precautions/actions in case of emergencies.
x Specific instructions to be included in case a work, requiring a permit to be issued, is in
progress (i.e. enclose space entry, hot work etc).
x Implementation of the Company¶s smoking regulations.
x Fire rounds to be properly executed / monitored.
x Any alarms received to be communicated (i.e. fire alarm panel).
x Deactivation of an equipment (i.e. for periodic inspection/maintenance or failure).
Page 7 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
4.5.3 Security
x Particular navigation instructions within Piracy High Risk Areas
x Risk Assessment conducted to be communicated
x Security counter measures (including fencing etc.) are in place
x Access on deck when within the High Risk Areas to be controlled.
x Proper GMDSS watch
x Communicating any incident, alerts and instructions received through email or satellite
systems from shore sources (i.e. coordination centers, the Company etc.)
Any change of ³conn´ between the Master and the OOW must be recorded in the Deck Log Book.
The Master is responsible to determine the schedule of the Bridge watches while taking into account
the experience and professional competence of the Officers and crew.
The watch schedule must be posted on the Bridge in a prominent location.
The Master is also responsible to ensure adequate rest time for the OOW, including himself, so that
they are fit for duty in an efficient and safe way.
Page 8 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
5.2 General
The OOW is the Master¶s representative and is primarily responsible at all times for the safe
navigation of the ship and for complying with International Regulations for Preventing Collisions at
Sea, until properly relieved. A proper lookout must be maintained at all times, in compliance with
Rule 5 of the International Regulation for Preventing Collisions at Sea.
In order to maintain a safe navigational watch, the primary duties of the OOW comprise:
x Watchkeeping
x Navigation
x Radio communications
In support of the primary duties, the OOW has the following additional duties:
x Controlling the speed and direction of the ship.
x Pollution prevention, reporting and emergency situations.
x General communications.
x Cargo monitoring and control of machinery.
x Supervision and control of ship safety systems.
The OOW must take over the watch after completing the Company checklist SF/MRS/204 ³Bridge
Change of Watch Checklist ± Underway´ or SF/MRS/204A ³Bridge Change of Watch Checklist ±
Anchorage´, as the case may be.
It is the responsibility of the Navigating Officer when on watch to complete the Checklist
SF/MRS/203 ³Bridge Daily Checks and Tests´.
In case the OOW has to leave the Bridge, another Deck Officer or the Master
must be called on the Bridge.
Page 9 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
The assigned Lookout must be able to give full attention to the keeping of a proper lookout and no
other duties must be undertaken or assigned, which could interfere with that task.
The duties of the Lookout and Helmsman are separate.
The Helmsman must not be considered to be the Lookout, while steering.
There must be an adequate changeover of helmsman and when under pilotage, the Pilot shall be
advised of the change of helmsman.
The lookout must not leave the Bridge during the watch as this contravenes the requirements of
SOLAS and STCW.
Safety Rounds of the Vessel must be conducted after the end of each watch, during the hours of
darkness, typically from 22:00 to 06:00.
Before switching the Engine Room operation from ³Manned´ to ³Unmanned´, the items of the
checklist SF/MRS/219 ³Unmanned E/R Operations ± Bridge Checklist´ must be completed by the
OOW. An entry must be made in the Bridge Log Book as follows:
³The requirements of form ³Unmanned E/R Operations ± Bridge Checklist´ have been satisfied´.
Any observations must be recorded in the Bridge Log Book.
The OOW must be in close cooperation with the Engine Officer on duty for regarding the switching
over the Engine Room Operation from the ³Manned´ to the ³Unmanned Mode´.
Mobile phones or other personal Electronic devices, such as tablets or private PCs etc must be used
only under circumstances approved by Master.
The potential distraction to Personnel on the Bridge caused by the use of Mobile Phones or other
electronic devices must be considered, when determining the Shipboard Policy.
On Company Vessels, Mobile Phones on the Bridge may be used only following Master¶s permission
and strictly for Emergency or Shipboard Operations .The use of Electronic devices (irrelevant to
Bridge Operations) is strictly prohibited.
Playing of music or watching a video on the Bridge, is prohibited.
Only persons with immediate business are permitted on the Bridge, especially during Coastal
Navigation and Congested Waters, while superfluous communications on the Bridge, not in relation
to the safe conduct of a Navigation Watch must be avoided.
Background noise must be controlled.
Any work on the Bridge, not in relation to the safe conduct of a Navigation Watch must not take
place.
Work related to the safe conduct of a Navigation Watch ( i.e Emergency Folio Charts correction)
must be managed effectively, (i.e carried out by another Bridge Officer taking into consideration
compliance with his/her Rest Hours).
Page 10 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
6.1 General
The Bridge Watch must not be changed during any maneuver, such as an alteration of course for
navigational or collision-avoidance purposes.
The change of watch must be deferred until the maneuver has been completed.
The OOW must not handover the Bridge Watch to a relieving Officer, if there is reason to believe
that the latter is not capable of carrying out the Bridge watchkeeping duties effectively.
In such a case, the Master must be notified.
The relieving OOW must also ensure that the members of the relieving watch are fully capable of
performing their duties, particularly as regards to their and his own adjustment to night vision.
The Change of Watch must be logged in the Bridge Log Book, noting the time that it has taken place.
While the Vessel is at anchor the checklist SF/MRS/204A ³Bridge Change of Watch Checklist ±
Anchorage´ must be completed.
Page 11 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
Page 12 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
When navigating in special geographical areas/hazardous navigational transits listed below the
Bridge Watch type must be set to ³Bridge Type B´, and the Engines in stand-by mode.
A specific Risk Assessment must be carried out.
x Gibraltar Straits
x Dover Straits to Antwerp
x Rotterdam, Amsterdam Bremerhaven (entering - leaving)
x Danish/Skaw Straits
x Florida Straits
x Hormuz Straits
x Gulf of Aden
x Colombo
x Malacca Strait / Singapore Straits ( from meridian 1000 E to meridian 1040 30¶E)
x Sunda Strait
x Torres Strait
x Aleutian pass
x Magellan Strait
x State of Washington Waters
x Dardanelles ± Bosporus Straits
Page 13 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
x Suez Canal
x Panama Canal
x Straights of Alaska
x Mississippi River
x Houston /Galveston area
x Off Shanghai
D. Specified Duties:
x The Master has the conn.
x The Watch Officer will assist the Master by:
x Operating the ARPA or other radar(s).
x Maintaining radar or other navigation plot and marking the fixes on the appropriate charts.
x Operating engine/propeller control systems and monitoring correct response.
x Ensuring proper execution of steering orders.
x Coordinating Bridge-to-Bridge, ship-to-shore and station ±to-station communications.
x Operating Bridge equipment.
x Maintaining a log of all events.
If it becomes necessary for the Master to take a rest period from duty on the Bridge, any such rest
period must be pre-planned to ensure that the Master is present on the Bridge for the most hazardous
parts of the passage.
When the Master is required to take a rest period, then the Chief Officer must take over charge of the
Bridge and carry out the duties of Master.
D. Specified Duties:
x The Master has the con.
x One Officer will assist the Master by:
x Fixing the ship¶s position.
x Constantly monitoring the ship¶s progress and report all relevant navigational
information to the Master.
x Co-ordinating any communications.
x Maintaining a log of all events.
Bridge Watch Type ³C´ may negatively affect the Crew rest period, therefore rest hours must be
taken into consideration when Watch Type ³C´ is planned or required, evaluating the prevailing
circumstances/conditions.
The other Officer will assist by operating the ARPA and performing collision avoidance duties.
The Master must decide which Officers will perform the respective roles.
The Master must be relieved by the Chief Officer under special circumstances and at the Master¶s
sole discretion, when the Rest hours¶ requirement cannot be met.
When the Master takes the conn or hands over the conn, this shall be clearly stated to the OOW.
A relevant entry must be made in the Bridge Log Book.
This section shall be read in conjunction with the IMS 005 Maintenance Manual, Section 02 ³Engine
Room Management´ paragraph 2.3.5.
7.4 Hazard Analysis for the Identification of Bridge Watch Conditions Level
(see next pages)
Page 15 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
EVALUATION OF RISK
INITIAL RISK
AFTER INCREASED
A/A DPT GENERAL CONDITIONS OF WATCH LEVEL NEED TO INCREASE WATCH CONDITION
WATCH LEVEL
F C R F C R
1. OPEN WATERS
Operatio Clear weather, little or moderate traffic, daytime, steering 1 3 3 Not required. 1 3 3
ns on autopilot.
Operatio Clear weather, little or moderate traffic, night time or 1 3 3 Not required 1 3 3
ns autopilot disengaged.
Operatio Clear weather, high density traffic. 3 3 9 Upgrade to Watch Condition B - Two 1 3 3
ns Licensed Officers on the Bridge.
Operatio Reduced visibility, little or moderate traffic. 3 3 9 Upgrade to Watch Condition B - Two 1 3 3
ns Licensed Officers on the Bridge.
Operatio Reduced visibility, high density traffic. 3 4 12 Upgrade to Watch Condition B or C ± Two or 1 4 4
ns three Licensed Officers on the Bridge.
2. RESTRICTED WATERS (limited manoeuvring room)
Operatio Clear weather, little or moderate traffic. 3 3 9 Upgrade to Watch Condition B - Two 1 3 3
ns Licensed Officers on the Bridge. Pilot to be
onboard, when needed.
Operatio Clear weather, high density traffic. 3 4 12 Upgrade to Watch Condition B or C ± Two or 1 4 4
ns three Licensed Officers on the Bridge. Pilot to
be onboard, when needed.
Operatio Reduced visibility, little or moderate traffic. 3 4 12 Upgrade to Watch Condition B or C ± Two or 1 4 4
ns three Licensed Officers on the Bridge. Pilot to
be onboard, when needed.
Operatio Reduced visibility, high density traffic. 4 4 16 Upgrade to Watch Condition C ± Three 2 3 6
ns Licensed Officers on the Bridge. Pilot to be
onboard, when needed.
3. ENTERING OR LEAVING PORT
Operatio Clear weather, little or moderate traffic. 3 3 9 Upgrade to Watch Condition B - Two 1 3 3
ns Licensed Officers on the Bridge. Pilot to be
onboard, when needed.
Page 16 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
EVALUATION OF RISK
INITIAL RISK
AFTER INCREASED
A/A DPT GENERAL CONDITIONS OF WATCH LEVEL NEED TO INCREASE WATCH CONDITION
WATCH LEVEL
F C R F C R
Operatio Clear weather, high density traffic. 3 4 12 Upgrade to Watch Condition B or C ± Two or 1 4 4
ns three Licensed Officers on the Bridge. Pilot to
be onboard, when needed.
Operatio Reduced visibility, little or moderate traffic. 3 4 12 Upgrade to Watch Condition B or C ± Two or 1 4 4
ns three Licensed Officers on the Bridge. Pilot to
be onboard, when needed.
Operatio Reduced visibility, high density traffic. 4 4 16 Upgrade to Watch Condition C ± Three 2 3 6
ns Licensed Officers on the Bridge. Pilot to be
onboard, when needed.
4. ANYWHERE
Operatio When high navigation and collision avoidance workload 3 4 12 Upgrade to Watch Condition B or C ± Two or 1 4 4
ns are combined. three Licensed Officers on the Bridge.
Operatio During Search and Rescue Operations. 3 4 12 Upgrade to Watch Condition B ± Two 1 4 4
ns Licensed Officers on the Bridge.
Operatio Navigation in ice conditions. 3 4 12 Upgrade to Watch Condition B ± Two 1 4 4
ns Licensed Officers on the Bridge.
Operatio In environmental sensitive areas. 3 4 12 Upgrade to Watch Condition B ± Two 1 4 4
ns Licensed Officers on the Bridge.
5. HOSTILE WATERS
Operatio When piracy threat is existing. 3 4 12 Upgrade to Watch Condition B or C ± Two or 1 4 4
ns three Licensed Officers on the Bridge.
6. BRIDGE WATCH CONDITIONS IN PARTICULAR GEOGRAPHICAL AREAS
Operatio Washington State Waters 3 4 12 Bridge Watch Condition B will be employed 1 4 4
ns as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
be onboard, when needed.
Operatio Dover Straits 4 4 16 Bridge Watch Condition B will be employed 2 3 6
ns as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Page 17 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
EVALUATION OF RISK
INITIAL RISK
AFTER INCREASED
A/A DPT GENERAL CONDITIONS OF WATCH LEVEL NEED TO INCREASE WATCH CONDITION
WATCH LEVEL
F C R F C R
Watch Condition C will be employed. Pilot to
be onboard, when requested.
Operatio Danish Straits 4 4 16 Bridge Watch Condition B will be employed 2 3 6
ns as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
be onboard.
Singapore / Malacca Strait 4 4 16 Bridge Watch Condition B will be employed 2 3 6
as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
be onboard upon Master¶s request.
Torres Strait 4 4 16 Bridge Watch Condition B will be employed 2 3 6
as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
be onboard.
English Channel 3 4 12 Bridge Watch Condition B will be employed 2 3 6
as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
be onboard, when needed.
Dardanelles / Bosporus 4 4 16 Bridge Watch Condition B will be employed 2 3 6
as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
be onboard..
Page 18 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
EVALUATION OF RISK
INITIAL RISK
AFTER INCREASED
A/A DPT GENERAL CONDITIONS OF WATCH LEVEL NEED TO INCREASE WATCH CONDITION
WATCH LEVEL
F C R F C R
Gibraltar 4 4 16 Bridge Watch Condition B will be employed 2 3 6
as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
be onboard, when needed.
Suez Canal 4 4 16 Bridge Watch Condition B will be employed 2 3 6
as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
be onboard.
Panama Canal 5 4 20 Bridge Watch Condition B will be employed 2 4 8
as a minimum. However, the Master may
increase the watch level, if he deems
necessary. During restricted visibility Bridge
Watch Condition C will be employed. Pilot to
be onboard.
Page 19 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
Page 20 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
In the event of a casualty during a voyage covered by such a Log Book, it must be retained for so
long as instructed by the Maritime Administration.
If Log Books containing printed spaces for the information in Sections (A) and (B) are not available,
the required information may be typed on a separate sheet of paper and attached to the inside from
cover of a conventional logbook as an Addendum.
If electronic Logbooks are kept, reference must be made to the Marshall Islands Marine Notice MN
7-041-5 ±³Electronic Log Book Systems´, for specific guidance.
Page 21 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
Tropical storms (hurricanes in the West Indies, typhoons in the China Sea, cyclones in the Indian
waters):
x A statement that a tropical storm/cyclone has been encountered.
x Information must be transmitted, whenever the Master has reason to believe that a tropical
storm is developing or exists in the neighbourhood.
x Time, date (Universal Co-ordinated Time) and position of the ship when the observation was
taken.
When a Master has reported a tropical cyclone or other dangerous storm, it is desirable, but not
obligatory, that further observations be made and transmitted hourly, if practicable, but in any case at
intervals of not more than three (3) hours, so long as the ship remains under the influence of the
storm.
Winds of force 10 or above of the Beaufort scale for which no storm warning has been received:
7KLVLVLQWHQGHGWRGHDOZLWKVWRUPVRWKHUWKDQWKHWURSLFDOVWRUPVUHIHUUHGWRLQ % DERYH
When such a storm is encountered, the message must contain similar information to that listed under
WKH&EXWH[FOXGLQJWKHGHWDLOVFRQFHUQLQJVHDDQGVZHOO
Sub-freezing air temperature associated with gale force winds causing severe ice accretion on
superstructure:
x Time and date (Universal co-ordinated time).
x Air temperature.
x Sea temperature (if applicable).
x Wind force and direction.
Examples:
Ice:
TTT ICE. LARGE BERG SIGHTED IN 4506N, 4410W, AT 0800 UTC. MAY 15.
Derelict:
TTT DERELICT. OBSERVED DERELICT ALMOST SUBMERGED IN 4006N, 1243W, AT 1630
UTC. APRIL 21.
Danger to Navigation:
TTT NAVIGATION. ALPHA LIGHTSHIP NOT ON STATION. 1800 UTC. JANUARY 3.
Tropical Cyclone
TTT STOR 0030UTC .AUGUST 18. 2004 N, 11354 E. BAROMETER CORRECTED 994
MILLIBARS, TENDENCY DOWN 6 MILLIBARS. WIND NW, FORCE 9, HEAVY SQUALLS.
HEAVY EASTERLY SWELL. COURSE 067, 5 KNOTS.
Masters of ships shall be released from the obligation to proceed for assistance, on learning that their
ships have not been requisitioned and that one or more ships have been requisitioned and are
Page 23 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
complying with the requisition. This decision, shall, if possible, be communicated to the other
requisitioned ships and to the Search and Rescue Services.
The Master of a ship shall be released from the obligation to proceed for assistance, if his ship has
been requisitioned, but has been informed by the persons in distress or by the Search and Rescue
service or by the Master of another ship which has reached such persons, that assistance is no longer
necessary.
Guidance on Search and Rescue activity can be found in IAMSAR Manuals, published by IMO.
Additional guidance on worldwide communication requirements for distress, search and rescue is
given in Volume 5 (NP285) Global Maritime Distress and Safety System (GMDSS).
The SOLAS requirement states: ³All ships engaged on International Voyages shall keep a record of
navigational activities and incidents which are of importance to safety of navigation and which must
contain sufficient detail to restore a complete record of the voyage´.
A proper record shall be kept during the navigation watch of movements and activities relating to the
navigation of the ship. All information required by the format of the Bridge Log Book must be
entered during every watch.
The Log Book must be kept updated and all entries must be made in ink and not in pencil.
The OOW must sign the Deck Log book under the remarks made for his watch period.
The Master must sign the Deck Log Book at the end of each day¶s entries.
As guidance, Deck Log book entries may include, but not limited to the following:
x Upon change of command, the Master must enter in the Bridge Log Book, the statement that
is included in detail in Procedure 21 of the IMS Procedures Manual.
x Change of Chief Engineer, Chief Officer and any other crew change. Upon change of Chief
Engineer a statement, as found in Procedure 21 of the IMS Procedures Manual, must be made
in the Engine Log Book and the Bridge Log Book.
x Any offence and any penalty or fine imposed.
x Crew Complaints.
x Any death onboard, burial at sea, and any wages due to the late crewmember.
x All stowaway searches before leaving port.
x Appointment of Medical, Safety Officer & Security Officer.
x Disposal of Controlled Drugs, which have expired.
Page 24 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
Page 26 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
x General training given to relevant crewmembers with regard to distress, safety procedures and
the use of Radio Equipment.
x The Radio/ GMDSS Log Book must also contain the identities stations with which the ship
communicates or attempts to communicate and records any difficulties experienced, owing to
congestion, interference, atmospheric noise or ionospheric disturbances.
x Incidents involving obscene language or unnecessary transmissions maybe recorded with the
identities of the stations concerned, if known. This particular relevant to VHF Channel 16.
x The Master must inspect and sign each day¶s entries in the Radio Log Book
All such Radio /GMDSS Log Books must be retained for a period of
at least two (2) years from the date of receipt.
In the event of a casualty occurring during a voyage covered by such a Log Book, it must be retained
for so long as instructed by the Maritime Administration.
The Radio Records must be kept at the distress communications operating position, and must be
made available for inspection by the Master, external authorities etc.
Bell book must be used only on Vessels which are not fitted with Engine Telegraph Recorder or in
case the recorder has been found non-operational.
Normally the Bell Book must be used for in-port passages but it may also be used at other periods
when engine is in use e.g. navigation in restricted visibility.
Entries in the Bell Book must include, the following:
x The movements of the engines.
x The time of ³Standby Engines´.
x The time of ³Finished with Engines´.
Page 29 of 30
Prime Tanker Management Inc. SECTION 02
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE MANAGEMENT Eff. Date: 29/02/2020
When an error on the magnetic and Gyro Compasses is obtained, the entries required by the format of
the Compass Error Book must be completed.
When compass errors cannot be taken it is not necessary to state this in the compass error book.
An entry must be made in the Deck Log on why an error could not be taken.
The Master must inspect the Compass Error Book at frequent intervals to ensure that:
x The Magnetic compass deviation calculated is in accordance with the table or curve of
residual deviations.
x Errors are being obtained at the required frequency ( once per watch)
x Entries have been made when the Vessel enters or leaves Dry-Dock.
Error must be ascertained by both gyro compasses (when two are installed) in rotation (Odd
months of the year Gyro 1, even months of the year Gyro 2).
11. Record
Bridge Standing Orders NAV/SECTION 2/ SF/MRS/201
Bridge Daily Checks and Tests NAV/SECTION 2/ SF/MRS/203
Bridge Change of Watch Checklist ±Underway NAV/SECTION 2/ SF/MRS/204
Bridge Change of Watch Checklist ± Anchorage NAV/SECTION 2/ SF/MRS/204A
Unmanned ER Operations-Bridge Checklist NAV/SECTION 2/ SF/MRS/219
Poster 25 Calling the Master POSTER 25
Page 30 of 30
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
Contents
3XUSRVH
8QGHU.HHO&OHDUDQFH
*HQHUDO
6TXDW
$LU'UDIW
6DIH2YHUKHDG&OHDUDQFHXQGHU%ULGJHVDQG3RZHU/LQHV
1DYLJDWLRQDO:DUQLQJV
1DYLJDWLRQDO:DUQLQJ%URDGFDVWV
:DUQLQJV
0DQDJLQJ1DYLJDWLRQ:DUQLQJV
1DYLJDWLRQLQ6SHFLILF&RQGLWLRQVDQG$UHDV
1DYLJDWLRQLQ5HVWULFWHG9LVLELOLW\
1DYLJDWLRQLQ+HDY\:HDWKHU&RQGLWLRQV
6KLS+DQGOLQJ'XULQJ+HDY\:HDWKHU
1DYLJDWLRQLQ5HVWULFWHG:DWHUV
7UDIILF6HSDUDWLRQ6FKHPHV 766
3DUWLFXODUO\6HQVLWLYH6HD$UHDV 366$V
9HVVHO7UDIILF6HUYLFHV 976
$ERUW3RLQWV&ULWHULDDQG&RQWLQJHQF\$QFKRUDJHV
'HYLDWLRQIURPWKH3DVVDJH3ODQ
:HDWKHU5RXWHLQJ
3UHSDUDWLRQIRU$UULYDODQG'HSDUWXUH
*XLGHOLQHVIRU³*R1R*R´6LWXDWLRQV
3UHSDUDWLRQIRU$UULYDO
3UHSDUDWLRQIRU'HSDUWXUH
$XWRPDWLF0DQXDO6WHHULQJ 6WHHULQJ*HDU7HVWV
)DPLOLDULW\ZLWKWKH6WHHULQJ6\VWHP
6WHHULQJ0RGH
0DQXDO6WHHULQJ3RVLWLRQV
6WHHULQJ*HDU7HVWV
(PHUJHQF\6WHHULQJ*HDU'ULOOV
9HVVHO¶V6WRSSDJH
6WRSSDJH8QGHUZD\
3RUW2SHUDWLRQV'HOD\
3LORWDJH
(QJDJLQJD3LORW
6DIH3LORWDJH
&RPPXQLFDWLRQZLWK3LORW
&RPPXQLFDWLRQZLWKWKH3RUW
0DVWHU3LORW,QIRUPDWLRQ([FKDQJH
3RUWDEOH3LORW8QLWV
%HUWKLQJDQG8QEHUWKLQJ
3LORW%RDUGLQJ
7UDQVIHURI3LORW
0DULQH3LORW7UDQVIHUE\+HOLFRSWHU
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
5HFRUG
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
3XUSRVH
7KLV VHFWLRQ GHVFULEHV WKH &RPSDQ\¶V JHQHUDO LQVWUXFWLRQV IRU VDIH QDYLJDWLRQ DQG LV SHUWLQHQW WR
QDYLJDWLRQZLWKSDSHUFKDUWVDQGQDYLJDWLRQZLWK(&',6
8QGHU.HHO&OHDUDQFH
7KH³0LQLPXP8QGHUNHHO&OHDUDQFH3ROLF\´RIWKH&RPSDQ\LVJLYHQLQ6HFWLRQRIWKLVPDQXDO
*HQHUDO
0DVWHUVDQGDOO22:VPXVWEHZHOODZDUHRIWKHHIIHFWWKDWWKH³8QGHU.HHO&OHDUDQFH 8.& ´KDV
RQWKH9HVVHODQGWKHHIIHFWLYHLQFUHDVHRIGUDIWFDXVHGE\WKH9HVVHOHQWHULQJVKDOORZZDWHU
,WLVWKH0DVWHU¶VUHVSRQVLELOLW\WRHQVXUHWKDWWKH9HVVHOLVDOZD\VVDIHO\DIORDWDQGZKHQXQGHUZD\
DVDIH8.&DSSURSULDWHWRWKHSUHYDLOLQJFLUFXPVWDQFHVLVPDLQWDLQHGDWDOOWLPHV7KH0DVWHUPXVW
HQVXUHWKDWWKHUHLVDQDGHTXDWHXQGHUNHHODOORZDQFHDWDOOVWDJHVRIWKHYR\DJHDQGDWDOOWLPHVZKLOH
WUDQVLWLQJLQSRUWRUZKLOHDWDQFKRUDJHRUDWEHUWKLQRUGHUIRUWKH9HVVHOWRDOZD\VUHPDLQDIORDW
)RUDGHWDLOHGH[SODQDWLRQRQXQGHUNHHOFOHDUDQFHDQGWKHYDULRXVIDFWRUVWRWDNHLQWRDFFRXQWZKHQ
FDOFXODWLQJXQGHUNHHOFOHDUDQFHWKH0DVWHUUHIHUWR13³0DULQHU¶V+DQGERRN´
$GHWDLOHGJXLGHRQIDFWRUVGHWHUPLQLQJWKHUHTXLUHG8.&LVJLYHQLQWKHGLDJUDPRQWKHQH[WSDJH
)RUFDOFXODWLQJWKH9HVVHO¶V8QGHUNHHO&OHDUDQFHIRUP6)056&PXVWEHFRPSOHWHG
7KHQRWHVFRQWDLQHGLQWKH)RUPPXVWEHFRPSOLHGZLWK
6TXDW
6TXDWLVWKHERGLO\VLQNDJHRIDVKLSLQWKHZDWHUZKHQPDNLQJKHDGZD\,WGRHVQRWDOWHUWKHGUDXJKW
RIWKH9HVVHOEXWFDXVHVWKHOHYHORIWKHZDWHUURXQGKHUWREHORZHUWKDQZRXOGRWKHUZLVHEHWKH
FDVH 7KLV HIIHFW YDULHV ZLWK FRQILJXUDWLRQ RI WKH VHDEHG GHSWK RI ZDWHU DQG VSHHG RI WKH 9HVVHO
6TXDWLQFUHDVHVDVGHSWKGHFUHDVHVDQGVSHHGLQFUHDVHV,WLVQRWWKRXJKWWREHDSSUHFLDEOHXQOHVVWKH
GHSWK LV OHVV WKDQ DERXW VHYHQ WLPHV WKH GUDXJKW EXW LQFUHDVHV VLJQLILFDQWO\ ZKHQ WKH GHSWK LV OHVV
WKDQWZRDQGDKDOIWLPHVWKHGUDXJKW
7KH KDQGOLQJ FKDUDFWHULVWLFV RI WKH 9HVVHO LQFOXGLQJ SRZHU HIIHFWLYH VWHHULQJ PD\ DSSUHFLDEO\
GHWHULRUDWH ZKHQ QDYLJDWLQJ LQ VKDOORZ ZDWHU LQ QDUURZ FKDQQHOV RU ZKHQ QDYLJDWLQJ LQ FORVH
SUR[LPLW\WRRWKHU9HVVHOV
6TXDW LQIRUPDWLRQ UHOHYDQW WR WKH 9HVVHO IRU ORDGHG DQG EDOODVW YR\DJHV PXVW EH UHDGLO\
DYDLODEOHSRVWHGRQWKH%ULGJH
)RU6TXDW&DOFXODWLRQWKHIROORZLQJIRUPXODVDUHXVHG
మ ൈ మ ൈ
2SHQ:DWHUV ܵ ݐܽݑݍൌ &RQILQHG:DWHUV ܵ ݐܽݑݍൌ ʹ ൈ ቂ ቃ
ଵ ଵ
Where: V is the Vessel’s speed in knots. Cb is the Block Coefficient (at mean draft).
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
$LU'UDIW
$LU'UDIWLVWKHYHUWLFDOKHLJKWRIWKH6KLS¶VKLJKHVWSRLQWDERYHWKHZDWHUOLQH
7KHIROORZLQJFRQVLGHUDWLRQVPXVWEHWDNHQLQWRDFFRXQW
x 7KHGLVWDQFHRIWKHKLJKHVWSRLQW LHXVXDOO\WKHPDLQPDVWWRSRIWKH5DGDU0DVW IRUZDUG
RIWKHDIWGUDXJKWPDUNV
x 7KHSRVLWLRQRIWKHDIWHUGUDXJKWPDUNVUHODWLYHWRWKHDIWHUSHUSHQGLFXODU
x 7KHHIIHFWRIWKH7ULP
x +HLJKWRIWLGHRUORFDOIORRGLQJ
7KH$LU'UDIWRIWKH6KLSPXVWEHDFFXUDWHO\FDOFXODWHG
7KH IROORZLQJ VDPSOHIRUPXOD ZKLFK LQGLFDWHV WKH GLVWDQFH IURP WKH 6KLS¶V NHHO WR WKH WRS RI WKH
PDLQPDVWSOXVWKHOHQJWKRIWKHDQWHQQDRU5DGDU0DVWPXVWEHXVHG
+ (> G)G$ ;$/G$@
:KHUH
+ $LU'UDIWWRWKHWRSRIWKH5DGDU0DVW
$ +RUL]RQWDOGLVWDQFHVIURP$3WR5DGDU0DVW RU$QWHQQD ZKLFKHYHULVKLJKHU
/ /HQJWKEHWZHHQSHUSHQGLFXODUV
( +HLJKWIURPERWWRPRINHHOWRWKHWRSRIWKH5DGDU0DVW
$3 $IWSHUSHQGLFXODU
G) 'UDIW)RUZDUG
G$ 'UDIW$IW
6DIH2YHUKHDG&OHDUDQFHXQGHU%ULGJHVDQG3RZHU/LQHV
7KH FOHDUDQFH IURP EULGJHV DQG SRZHU OLQHV LV XVXDOO\ JLYHQ DV FOHDUDQFH DERYH WKH ³0HDQ +LJK
:DWHU6SULQJV´ 0+:6 RUWKHDYHUDJHRIYHU\KLJKWLGHV
,WLVLPSRUWDQWWRNQRZWKDWWKLVFOHDUDQFHKHLJKWPD\UHGXFHGXULQJKLJKWLGHVRUIORRGV
%ULGJHV
,QRUGHUWRREWDLQWKHYHUWLFDOFOHDUDQFHXQGHUDEULGJHZKLFKWKH9HVVHOKDVWRFURVVWKH0DVWHUPXVW
FRQVXOW
x 1DXWLFDO&KDUWV
x 6DLOLQJGLUHFWLRQV
x /RFDOSRUWDXWKRULWLHVWKURXJKWKHDJHQWV
7KH&RPSDQ\UHTXLUHVWKDWWKH9HVVHOPXVWPDLQWDLQDPLQLPXPFOHDUDQFHRIQRWOHVVWKDQPHWHUV
IURPWKHKLJKHVWSRLQWRQWKH9HVVHO LQFOXGLQJDQ\IL[HGPDVWRUDHULDO
:KHUHLWPD\EHQHFHVVDU\WRUHGXFHWKHFOHDUDQFHWROHVVWKDQPHWHUVWKH0DVWHUPXVWFRQWDFWWKH
&RPSDQ\
3RZHU&DEOHV
6RPHSRUWDXWKRULWLHVUHTXLUHDIL[HGFOHDUDQFHWREHPDLQWDLQHGZKHQSDVVLQJXQGHUDSRZHUFDEOH
7KHFOHDUDQFHLQIRUPDWLRQPD\EHIRXQGRQWKHFKDUWRULQWKHVDLOLQJGLUHFWLRQVRURWKHUUHFRJQL]HG
VRXUFH
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
,I WKH 6DIH 2YHUKHDG &OHDUDQFH LV QRW VSHFLILFDOO\ VWDWHG QRU LV LW REWDLQDEOH IURP WKH /RFDO
$XWKRULWLHV WKH &RPSDQ\ UHFRPPHQGV DW OHDVW IRXU PHWHUV YHUWLFDO FOHDUDQFH WR EH PDLQWDLQHG
XQGHUWKHFDEOH
7KH0DVWHUPXVWFRQWDFWWKH2IILFHRIWKHGHFODUHGFOHDUDQFHLVOHVVWKDQ)285 PHWHUV
1DYLJDWLRQDO:DUQLQJV
1$9$5($PHDQVDJHRJUDSKLFDOVHDDUHDHVWDEOLVKHGIRUWKHSXUSRVHRIFRRUGLQDWLQJWKHEURDGFDVW
RIQDYLJDWLRQDOZDUQLQJV
7KHWHUP1$9$5($IROORZHGE\DURPDQQXPHUDOLVXVHGWRLGHQWLI\DSDUWLFXODUVHDDUHD
)RU PRUH LQIRUPDWLRQ RQ :RUOGZLGH 1DYLJDWLRQDO :DUQLQJ 6HUYLFH ::1:6 UHIHUHQFH PXVW EH
PDGHWR13³7KH0DULQHU¶V+DQGERRN´
1DYLJDWLRQDO:DUQLQJ%URDGFDVWV
7ZRSULQFLSDOPHWKRGVDUHXVHGIRUEURDGFDVWLQJQDYLJDWLRQDOZDUQLQJVDVSDUWRI06,LQDFFRUGDQFH
ZLWKWKHSURYLVLRQVRIWKH,QWHUQDWLRQDO&RQYHQWLRQIRUWKH6DIHW\RI/LIHDW6HDDVDPHQGHG
LQWKHDUHDVFRYHUHGE\WKHVHPHWKRGVDVIROORZV
x 1$97(; 7KH FRRUGLQDWHG EURDGFDVW DQG DXWRPDWLF UHFHSWLRQ RQ N+] RI PDULWLPH
VDIHW\ LQIRUPDWLRQ EURDGFDVWV WR FRDVWDO ZDWHUV )RU PRUH LQIRUPDWLRQ RQ 1$97(;
EURDGFDVWV UHIHUHQFH PXVW EH PDGH WR WKH 1$97(; 0DQXDO DQG $GPLUDOW\ /LVW RI 5DGLR
6LJQDOV9RO0DULWLPH6DIHW\,QIRUPDWLRQ6HUYLFHV
x 6DIHW\1(7 7KH FRRUGLQDWHG EURDGFDVW DQG DXWRPDWLF UHFHSWLRQ RI PDULWLPH VDIHW\
LQIRUPDWLRQYLDWKH,QPDUVDW(QKDQFHG*URXS&DOO (*& V\VWHPEURDGFDVWVZKLFKFRYHUDOO
WKH ZDWHUV RI WKH JOREH H[FHSW IRU 6HD $UHD $ )RU PRUH LQIRUPDWLRQ RQ 6DIHW\1HW
EURDGFDVWV UHIHUHQFH PXVW EH PDGH WR WKH $GPLUDOW\ /LVW RI 5DGLR 6LJQDOV 9RO 0DULWLPH
6DIHW\,QIRUPDWLRQ6HUYLFHV
2XWVLGH,QPDUVDWFRYHUDJH+)1%'3PD\EHXVHGWRSURPXOJDWHPDULWLPHVDIHW\
:DUQLQJV
1DYLJDWLRQDO ZDUQLQJV UHPDLQ LQ IRUFH XQWLO FDQFHOOHG E\ WKH RULJLQDWHG FRRUGLQDWRU 1DYLJDWLRQDO
ZDUQLQJV ZLOO EH EURDGFDVW IRU DV ORQJ DV WKH LQIRUPDWLRQ LV YDOLG KRZHYHU LI WKH\ DUH UHDGLO\
DYDLODEOH E\ RIILFLDO PHDQV LH LQ 1RWLFHV WR 0DULQHUV WKH\ PD\ QR ORQJHU EH EURDGFDVW DIWHU D
SHULRGRIVL[ZHHNV
7KHUHDUHIRXU W\SHVRIQDYLJDWLRQDOZDUQLQJV
x 1$9$5($ :DUQLQJV ,QIRUPDWLRQ ZKLFK LV UHTXLUHG E\ RFHDQ JRLQJ VKLSV ,QIRUPDWLRQ
VXFK DV IRU VDIH QDYLJDWLRQ LQ SDUWLFXODU IRU QHZ QDYLJDWLRQDO KD]DUGV DQG IDLOXUHV RI
LPSRUWDQW DLGV WR QDYLJDWLRQ DV ZHOO DV LQIRUPDWLRQ ZKLFK PD\ UHTXLUH FKDQJHV WR SODQQHG
QDYLJDWLRQDOURXWHV
x 6XEDUHD:DUQLQJV6XEDUHDPHDQVDVXEGLYLVLRQRID1$9$5($0(7$5($LQZKLFKD
QXPEHU RI FRXQWULHV KDYH HVWDEOLVKHG D FRRUGLQDWHG V\VWHP IRU WKH SURPXOJDWLRQ RI
QDYLJDWLRQDOZDUQLQJV
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
x &RDVWDO:DUQLQJV,QIRUPDWLRQZKLFKLVQHFHVVDU\IRUVDIHQDYLJDWLRQZLWKLQDUHDVVHDZDUG
RIWKHIDLUZD\EXR\RUSLORWVWDWLRQDQGZLOOQRWEHUHVWULFWHGWRPDLQVKLSSLQJODQHV)RUWKH
HQWLUH1$97(;VHUYLFHDUHDEURDGFDVWZLOOEHGRQHE\WKH,QWHUQDWLRQDO1$97(;VHUYLFH
RUE\WKH,QWHUQDWLRQDO6DIHW\1(7VHUYLFHZKHQLPSOHPHQWHGLQOLHXRI1$97(;
x :KHUHWKHDUHDLVQRWVHUYHGE\1$97(;,QWHUQDWLRQDO6DIHW\1(7VHUYLFHZLOOEURDGFDVWDOO
ZDUQLQJVUHOHYDQWWRWKHFRDVWDOZDWHUVXSWRPLOHVIURPWKHFRDVW
x /RFDO:DUQLQJV/RFDOZDUQLQJVEURDGFDVWLQIRUPDWLRQZKLFKFRYHUVLQVKRUHZDWHUVRIWHQ
ZLWKLQWKHOLPLWVRIMXULVGLFWLRQRIDKDUERXURUSRUWDXWKRULW\7KH\DUHEURDGFDVWE\PHDQV
RWKHU WKDQ 1$97(; RU 6DIHW\1(7 DQG VXSSOHPHQW FRDVWDO ZDUQLQJV E\ JLYLQJ GHWDLOHG
LQIRUPDWLRQZLWKLQLQVKRUHZDWHUV
0DQDJLQJ1DYLJDWLRQ:DUQLQJV
%HIRUHDQHZYR\DJHLVLQLWLDWHGWKHZDUQLQJVLQIRUFHPXVWEHUHFHLYHGIRUWKHFRPLQJYR\DJHYLD
WKHDSSURSULDWHHTXLSPHQWRQERDUG
7KHPHPRU\RIWKH1$97(; PXVWEHFOHDUHG ZKHUHDOORZHGE\WKHHTXLSPHQW DWOHDVWHLJKW
KRXUVSULRUGHSDUWXUHLQRUGHUWRDOORZUHFHLSWRILQIRUFHPHVVDJHV
7KLV ZLOO HQVXUH WKDW D FRPSOHWH VHW RI LQ IRUFH 1$97(; PHVVDJHV DUH UHFHLYHG IRU WKH FRPLQJ
YR\DJH
$Q\ ZDUQLQJV SORWWHG QRW UHFHLYHG LQ WKLV ZD\ ZLOO EH FRQVLGHUHG FDQFHOOHG DQG PXVW EH HUDVHG
GHOHWHGIURPWKHFKDUWV
7KLVPXVWEHFURVVFKHFNHGDJDLQVWWKHOLVWRILQIRUFHPHVVDJHVUHFHLYHGE\1$97(;
3ULRUGHSDUWXUHDOOLQIRUFHZDUQLQJVUHFHLYHGYLD(*&DQG1$97(;
PXVWEHSORWWHGRQWKHYR\DJHFKDUWVIRUWKHLQWHQGHGYR\DJH
'XULQJ WKHYR\DJH QDYLJDWLRQDO ZDUQLQJV UHFHLYHG E\ (*& DQG 1$97(; PXVW EH FKHFNHG E\ WKH
22: DW WKH WLPH WKH\ DUH UHFHLYHG DQG LI UHOHYDQW WR WKH 9HVVHO¶V SODQQHG YR\DJH WKHVH PXVW EH
SORWWHGRQWKHFKDUWV
7KH22:PXVWLQLWLDOWKHPHVVDJHDIWHUUHDGLQJLW
:KHQSORWWLQJWKHZDUQLQJWKH22:PXVWQRWHWKHFKDUWQXPEHURQWKHPHVVDJHUHFHLYHG
7KHPHVVDJHPXVWWKHQEHOHIWRQWKHFKDUWWDEOHWREHVLJKWHGE\RWKHUZDWFKNHHSLQJRIILFHUVEHIRUH
EHLQJILOHGE\WKH1DYLJDWLQJ2IILFHU
8SRQFRPSOHWLRQRIHDFKYR\DJH1$97(;DQG1$9$5($PHVVDJHVPXVWEHEXQGOHGRQDYR\DJH
EDVLVODEHOOHGDQGVWRUHGZLWKLQWKLVILOHIRUIXWXUHUHIHUHQFHRQO\ LH36&YHWWLQJLQVSHFWLRQV
,QFDVHWKHUHDUHQDYLJDWLRQDOZDUQLQJVLQIRUFHZKLFKKDYHQRWEHHQUHFHLYHGWKH&RPSDQ\VKDOOEH
DGYLVHGDFFRUGLQJO\LQRUGHUIRUWKHUHOHYDQWQDYLJDWLRQDOZDUQLQJVFDQEHGRZQORDGHGWKURXJKWKH
ZHE
,W PXVW EH QRWHG WKDW ZHEVLWHV DUH QRW FRQWLQXRXVO\ XSGDWHG DQG QRW QHFHVVDULO\ PRQLWRUHG IRU
FRUUHFWQHVV WKHUHIRUH WKH 0DVWHU PXVW HQVXUH WKDW QDYLJDWLRQDO ZDUQLQJV DUH UHFHLYHG YLD WKH
,02,+2DSSURYHGEURDGFDVWV\VWHPV
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
1DYLJDWLRQLQ6SHFLILF&RQGLWLRQVDQG$UHDV
1DYLJDWLRQLQ5HVWULFWHG9LVLELOLW\
7KH&RPSDQ\GHILQHV³5HVWULFWHG9LVLELOLW\´DVZKHQYLVLELOLW\LVUHGXFHGWRWKUHH QDXWLFDOPLOHV
RUOHVV
2Q HQFRXQWHULQJ UHVWULFWHG YLVLELOLW\ WKH 22: PXVW FDOO WKH 0DVWHU DQG DOVR FRPSOHWH WKH DFWLRQV
OLVWHGLQFKHFNOLVW6)056³1DYLJDWLRQLQ5HVWULFWHG9LVLELOLW\´
1DYLJDWLRQLQ+HDY\:HDWKHU&RQGLWLRQV
7KH&RPSDQ\KDVHVWDEOLVKHGWKDW+HDY\:HDWKHUPHDQVZLQGDQGVHDIRUFHRYHU%HDXIRUW:KHQ
KHDY\ ZHDWKHU LV HQFRXQWHUHG FKHFNOLVW 6)056 ³1DYLJDWLRQ LQ +HDY\ :HDWKHU 0DVWHU¶V
2YHUDOO 0RQLWRULQJ &KHFNOLVW´ DQG FKHFNOLVW 6)056$ ³+HDY\ :HDWKHU 5HSRUW´ PXVW EH
FRPSOHWHGDQGVHQWWRWKHRIILFH
:DWFK7\SH%LVUHTXLUHGZKHQWKHZLQGDQGVHDIRUFHLV%HDXIRUW
KRZHYHUPRUHVWULQJHQWFULWHULDPD\EHHVWDEOLVKHGE\WKH0DVWHU
2QFH WKH KHDY\ ZHDWKHU KDV SDVVHG WKH 0DVWHU PXVW HQVXUH WKDW FKHFNOLVW 6)056 ³+HDY\
:HDWKHU,QVSHFWLRQV´LVFRPSOHWHG
$ FRS\ RI WKH FKHFNOLVW PXVW EH VHQW WR WKH &RPSDQ\ IRU WKH DWWHQWLRQ RI WKH 7HFKQLFDO
0DULQH9HWWLQJ'HSDUWPHQW
,Q HYHQW RI VHULRXV GDPDJH WR WKH 9HVVHO WKH &RPSDQ\ PXVW EH LQIRUPHG LPPHGLDWHO\ YLD WKH
HPHUJHQF\FRPPXQLFDWLRQSURFHGXUHV
7KH 2IILFH LQ WXUQ ZLOO LQIRUP &ODVVLILFDWLRQ 6RFLHW\ 3RUW 6WDWH &RQWURO DQG WKH )ODJ 6WDWH
$GPLQLVWUDWLRQLIUHTXLUHG
6KLS+DQGOLQJ'XULQJ+HDY\:HDWKHU
7KH 0DVWHU PXVW REVHUYH SUHYDLOLQJ DQG IRUHFDVW ZHDWKHU FRQGLWLRQV FORVHO\ DW DOO WLPHV DQG PXVW
REWDLQDOODYDLODEOHSHUWLQHQWZHDWKHUUHSRUWVDQGIDFVLPLOHPDSV
ǹ FORVH VWXG\ RI WKLV LQIRUPDWLRQ PXVW EH PDGH LQ FRQMXQFWLRQ ZLWK WKH REVHUYHG ORFDO ZHDWKHU
FRQGLWLRQVLQRUGHUWKDWWKHWUDFNRIDSSURDFKLQJVWRUPVRUGDQJHURXVFRQGLWLRQVPD\EHGHWHUPLQHG
DQGDYRLGHG
7KH 0DVWHUPXVW UHIHU WR 13 ³7KH 0DULQHU¶V +DQGERRN´ IRU IXUWKHU JXLGDQFH RQ QDYLJDWLQJ LQ
KHDY\ZHDWKHU$GGLWLRQDOO\KHPXVWDOVRUHIHUWR,0206&&LUF³5HYLVHG*XLGDQFHWRWKH
0DVWHUIRUDYRLGLQJ'DQJHURXV6LWXDWLRQVLQ$GYHUVH:HDWKHUDQG6HD&RQGLWLRQV´
1DYLJDWLRQLQ5HVWULFWHG:DWHUV
Before entering the Restricted Coastal/Narrow Waters, Rivers, Straits and Channels, the following
checklists must be completed:
x SF/MRS/218A-Navigation in Restricted waters.
x SF/MRS/205 “Passage Appraisal and Planning” in the relevant Section “G”- Navigation in
Open Sea”.
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
7UDIILF6HSDUDWLRQ6FKHPHV 766
3ULRU DSSURDFKLQJ DQG HQWHULQJ D 7UDIILF 6HSDUDWLRQ 6FKHPHV FKHFNOLVW 6)056$ PXVW EH
FRPSOHWHG:KHQQDYLJDWLQJLQDERYHDUHDVWKHUHOHYDQWVHFWLRQLQFKHFNOLVW6)056³3DVVDJH
$SSUDLVDODQG3ODQQLQJ´PXVWEHFRPSOHWHG
(VWDEOLVKHG WUDIILF VHSDUDWLRQ DQG URXWHLQJ VFKHPHV ZKHWKHU PDQGDWRU\ RU YROXQWDU\ PXVW EH
IROORZHGXQOHVVVSHFLDOFLUFXPVWDQFHVSUHFOXGHWKLV
:KHQWKH9HVVHOQDYLJDWHVLQ766LWPXVWIROORZWKHGHVLJQDWHGJHQHUDOGLUHFWLRQRIWKHWUDIILFDQG
PXVWFRPSO\ZLWKWKHSURYLVLRQVRIWKH&2/5(*6³5XOH´
$Q\ORFDOUHSRUWLQJUHTXLUHPHQWVPXVWEHFRPSOLHGZLWK
:KLOHWKH9HVVHOLVQDYLJDWLQJZLWKLQD766DPLQLPXP&3$RIDWOHDVWPLOHVPXVWEHPDLQWDLQHG
ZKHQHYHUSUDFWLFDEOH
,I GXH WR OLPLWHG VHD URRP RU RWKHU FRQVWUDLQWV WKLV PLOH PLQLPXP &3$ FDQQRW EH VDIHO\
PDLQWDLQHGWKHQWKH0DVWHUPXVWGHWHUPLQHWKHPD[LPXPSRVVLEOH&3$GLVWDQFHWREHPDLQWDLQHG
DQGZKHUHUHTXLUHGUHFRUGLW
'XULQJ WKH SDVVDJH SODQQLQJ VWDJH ZKHUH LW LV QHFHVVDU\ WR FURVV D WUDIILF VHSDUDWLRQ RU URXWLQJ
VFKHPHWKLVPXVWEHGRQHDWDVHOHFWHGORFDWLRQZKHUHWKHUHLVVXIILFLHQWGHSWKRIZDWHUDQGPDUJLQ
WRPDQRHXYUH
7KHFURVVLQJWUDFNPXVWEHDVFORVHDVSRVVLEOHDWULJKWDQJOHVWRWKHDOLJQPHQWRIWKHVFKHPH
3DUWLFXODUO\6HQVLWLYH6HD$UHDV 366$V
$366$LVDQDUHDWKDWQHHGVVSHFLDOSURWHFWLRQWKURXJKDFWLRQE\,02EHFDXVHRILWVVLJQLILFDQFHIRU
UHFRJQL]HG HFRORJLFDO VRFLRHFRQRPLF RU VFLHQWLILF DWWULEXWHV ZKHUH VXFK DWWULEXWHV PD\ EH
YXOQHUDEOHWRGDPDJHE\LQWHUQDWLRQDOVKLSSLQJDFWLYLWLHV
(DFK 366$ KDV LWV RZQ SDUWLFXODU SURWHFWLRQ UHJLPH VR VSHFLILF $VVRFLDWHG 3URWHFWLYH 0HDVXUHV
$30V DUHLQWURGXFHGIRUHDFK
7KHVH $30V PLJKW FRQVLVW RI DUHDV WR EH DYRLGHG FRPSXOVRU\ VKLS URXWHLQJ VKLS UHSRUWLQJ RU
UHFRPPHQGDWLRQVRQKRZVKLSSLQJPXVWSDVVWKURXJKDQDUHD
7KH0DVWHUPXVWFRQVLGHUWKHJXLGDQFHJLYHQLQWKH6DLOLQJ'LUHFWLRQVRURWKHUUHJXODWRU\SXEOLFDWLRQ
ZKHQGUDZLQJXSWKH3DVVDJH3ODQDQGHYHU\HIIRUWPXVWEHPDGHWRDYRLGQDYLJDWLQJLQWKH366$
7KH0DVWHUPXVWFRQWDFWWKH&RPSDQ\LIKHLVLQDQ\GRXEW
7KHIROORZLQJDUHDVKDYHEHHQGHVLJQDWHGDV366$V 5HVROXWLRQ$
x 7KH*UHDW%DUULHU5HHI$XVWUDOLD GHVLJQDWHGLQ
x 7KH6DEDQD&DPDJXH\$UFKLSHODJRLQ&XED
x 0DOSHOR,VODQG&RORPELD
x 7KHVHDDURXQGWKH)ORULGD.H\V8QLWHG6WDWHV
x 7KH:DGGHQ6HD'HQPDUN*HUPDQ\1HWKHUODQGV
x 3DUDFDV1DWLRQDO5HVHUYH3HUX
x :HVWHUQ(XURSHDQ:DWHUV
x ([WHQVLRQRIWKHH[LVWLQJ*UHDW%DUULHU5HHI366$WRLQFOXGHWKH7RUUHV6WUDLW
x SURSRVHGE\$XVWUDOLDDQG3DSXD1HZ*XLQHD
x &DQDU\,VODQGV6SDLQ
x 7KH*DODSDJRV$UFKLSHODJR(FXDGRU
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
x 7KH %DOWLF 6HD $UHD 'HQPDUN (VWRQLD )LQODQG *HUPDQ\ /DWYLD /LWKXDQLD 3RODQG DQG
6ZHGHQ
x 7KH3DSDKDQDXPRNXDNHD0DULQH1DWLRQDO0RQXPHQW8QLWHG6WDWHV
x 7KH6WUDLWRI%RQLIDFLR)UDQFHDQG,WDO\
x 7KH 6DED %DQN LQ WKH 1RUWKHDVWHUQ &DULEEHDQ DUHD RI WKH .LQJGRP RI WKH 1HWKHUODQGV
x ([WHQVLRQ RI *UHDW %DUULHU 5HHI DQG 7RUUHV 6WUDLW WR HQFRPSDVV WKH VRXWKZHVW SDUW RI WKH
&RUDO6HD
x 7KH-RPDUG(QWUDQFH3DSXD1HZ*XLQHD
9HVVHO7UDIILF6HUYLFHV 976
9HVVHO7UDIILF6HUYLFHVKDYHEHHQLQWURGXFHGSDUWLFXODUO\LQSRUWVDQGWKHLUDSSURDFKHVWRPRQLWRU
VKLSFRPSOLDQFHZLWKORFDOUHJXODWLRQVDQGWRRSWLPLVHWUDIILFPDQDJHPHQW
976 PD\ RQO\ EH PDQGDWRU\ ZLWKLQ WKH WHUULWRULDO VHDV RI D FRDVWDO VWDWH 976 UHTXLUHPHQWV PXVW
IRUPSDUWRIWKH3DVVDJH3ODQQLQJ
7KLV PXVW LQFOXGH UHIHUHQFHV WR VSHFLILF UDGLR IUHTXHQFLHV WKDW PXVW EH PRQLWRUHG E\ WKH VKLS IRU
QDYLJDWLRQDO RU RWKHU ZDUQLQJV DQG DGYLFH RQ ZKHQ WR SURFHHG LQ DUHDV ZKHUH WUDIILF IORZ LV
UHJXODWHG
976 UHSRUWLQJ UHTXLUHPHQWV PD\ EH PDUNHG RQ FKDUWV EXW IXOOHU GHWDLOV ZLOO EH IRXQG LQ VDLOLQJ
GLUHFWLRQVDQG$GPLUDOW\/LVWVRI5DGLR6LJQDOV
$ERUW3RLQWV&ULWHULDDQG&RQWLQJHQF\$QFKRUDJHV
3DVVDJHSODQQLQJIRUWKHDSSURDFKHVWRSRUWVULYHUVDQGFDQDOVZLOOJHQHUDOO\LQYROYHWKHVHOHFWLRQRI
DQDERUWSRLQW7KLVSRVLWLRQZLOOLQGLFDWHWKHSRLQWEH\RQGZKLFKWKHUHZLOOEHLQVXIILFLHQWWLPHDQG
URRPIRUPDQRHXYULQJWKH9HVVHOWRHLWKHUVWRSRUUHYHUVHFRXUVHRUWXUQPXVWWKH0DVWHUKDYHDQ\
GRXEWZKDWVRHYHURIWKHVKLS VSRVLWLRQRULQWHQGHGWUDFN
$ERUWSRLQWVDQGFRQWLQJHQF\SODQVPD\DOVREHUHTXLUHGIRUFRQWLQJHQFLHVVXFKDVORFNVQRWEHLQJ
UHDG\ RQ ILQDO DSSURDFK $QRWKHU H[DPSOH LV 0LOIRUG +DYHQ LQ :DOHV LQ WKLV FDVH WKH DERUW
SRLQWFULWHULD LV D VHW GLVWDQFH RII WKH HQWUDQFH ZKHUH WKH 9HVVHO PXVW KDYH UHDFKHG D FHUWDLQ
PLQLPXPVSHHGLQRUGHUWRKDYHVXIILFLHQWVWHHULQJDELOLW\WRVDIHO\QHJRWLDWHWKHVWURQJFURVVFXUUHQW
DWWKHHQWUDQFH
6SHFLDOFRQVLGHUDWLRQLVUHTXLUHGZKHUH³WLGDOVWDJLQJ´LVUHTXLUHG7KLVLVZKHUHWKH9HVVHOUHTXLUHV
DFHUWDLQULVHRIWLGHWRVDIHO\UHDFKWKHEHUWK
,Q WKLV FDVH WKH DERUW SRVLWLRQ LV QRW D VLQJOH SRLQW DV VXFK EXW D VHW RI ODWHVW WLPHV E\ ZKLFK WKH
9HVVHOPXVWKDYHUHDFKHGVHWSRVLWLRQVDORQJWKHWUDFN
,Q WKLV FDVH WKH DVVRFLDWHG FRQWLQJHQF\ DQFKRUDJH RU EHUWK ZLOO EH WKH ODVW SRVLWLRQ DW ZKLFK WKH
9HVVHOFDQVDIHO\OLHRYHUWKHSHULRGRIORZZDWHU
7KH9HVVHO¶VPDQRHXYULQJFKDUDFWHULVWLFVPXVWEHXVHGZKHQGHWHUPLQLQJWKHDERUWSRLQW7KHVWDWH
RIZLQGWLGHFXUUHQWVHWFPXVWDOVREHFRQVLGHUHG
'HYLDWLRQIURPWKH3DVVDJH3ODQ
,IDGHFLVLRQLVPDGHGXULQJWKHSDVVDJHWRFKDQJHWKHSRUWRIFDOORULWLVQHFHVVDU\IRUWKHVKLSWR
GHYLDWHVXEVWDQWLDOO\IURPWKHSODQQHGURXWHIRURWKHUUHDVRQV IRUH[DPSOHDUHSRUWLQJRILFHPD\
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
UHTXLUH DQ DOWHUDWLRQ RI FRXUVH WKHQ DQ DPHQGHG URXWH VKDOO EH SODQQHG DQG GRFXPHQWHG EHIRUH
GHYLDWLQJVXEVWDQWLDOO\IURPWKHURXWHRULJLQDOO\SODQQHG
7KH9HVVHOPXVWUHWXUQWRWKHRULJLQDOSODQDVVRRQDVLWVDIHWRGRVR
$OOGHYLDWLRQVPXVWEHUHSRUWHGWRWKH&RPSDQ\
:HDWKHU5RXWHLQJ
0DVWHUV KDYH WKH DXWKRULW\ WR XVH WKH VHUYLFHV RI ZHDWKHU URXWLQJ ZKHQHYHU WKH\ FRQVLGHU LW
DSSURSULDWHWRGRVR+HPXVWFRQWDFWWKH&RPSDQ\IRUUHTXHVWLQJWKHVHUYLFH
7KH0DVWHULVDOZD\VDWOLEHUW\WRGLVUHJDUGDGYLFHUHFHLYHGIURPDZHDWKHUURXWLQJVHUYLFHLILQKLV
MXGJHPHQWWKHUHLVQRDGYDQWDJHLQIROORZLQJVXFKDGYLFH
7KHXVHRIWKHVH:HDWKHU5RXWLQJ6HUYLFHVGRHVQRWUHOLHYHWKH0DVWHURIKLVUHVSRQVLELOLW\IRU
VDIH QDYLJDWLRQ QRU GRHV LW SHUPLW GLVFRQWLQXDWLRQ RI WKH UHFHSWLRQ DQG DQDO\VLV RI ZHDWKHU
UHSRUWV
3UHSDUDWLRQIRU$UULYDODQG'HSDUWXUH
7KLVSURFHGXUHGHVFULEHVWKHSUHSDUDWRU\DUUDQJHPHQWVLQFOXGLQJFKHFNVRIEULGJHHTXLSPHQWEHIRUH
DUULYDORUGHSDUWXUH
*XLGHOLQHVIRU³*R1R*R´6LWXDWLRQV
,Q RUGHU WR PLQLPL]H ULVNV HQGDQJHULQJ WKH VDIHW\ RI WKH 9HVVHO UHVSHFWLYHO\ WKH SURWHFWLRQ RI WKH
HQYLURQPHQWWKHFRPSDQ\KDVHVWDEOLVKHGJXLGHOLQHVIRU³*R1R*R´VLWXDWLRQV)RUP6)056
³3UHSDUDWLRQ IRU $UULYDO &KHFNOLVW´ DQG IRUP 6)056 ³3UHSDUDWLRQ IRU 6HD &KHFNOLVW´ FRQWDLQ
LQIRUPDWLRQRQ³1R*R´FRQGLWLRQV2WKHUGHILFLHQFLHVPHULWLQJD³1R*R´PD\EHFRQVLGHUHGE\WKH
0DVWHU
,Q FDVHV ZKHUH D ³1R *R´ VLWXDWLRQDULVHV ZKLFK FDQQRW EH UHFWLILHG LPPHGLDWHO\ E\ WKH FUHZWKH
&RPSDQ\DQGLIUHTXLUHGE\SRUWUHJXODWLRQVWKHUHOHYDQWSRUWDXWKRULWLHVPXVWEHLQIRUPHG
3UHSDUDWLRQIRU$UULYDO
7KLVSURFHGXUHGHVFULEHVWKHSUHSDUDWRU\DUUDQJHPHQWVLQFOXGLQJFKHFNVRIEULGJHHTXLSPHQWEHIRUH
DUULYDO HQGRISDVVDJH
%HIRUHWKHVKLSHQWHUVSRUWRUDWDQFKRUDJHWKHEULGJHHTXLSPHQWDQGV\VWHPVWREHXVHGGXULQJWKH
LQSRUWSDVVDJHPXVWEHWHVWHG
Tests are to be conducted at a safe distance from charted navigational dangers (shoals, shallow
waters, shore line, etc.), traffic separation schemes, areas of dense traffic.
Vessels which are to approach a port that the Master, considers that pre-arrival test cannot be safely
performed near port approaches and as per SOLAS V Reg: 26.5, then Master is to proceed with pre-
arrival test, at a safe area well in advance and keep the Engine room manned and in Standby until
arrival to port.
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
,QDGGLWLRQSULRUDUULYDOWR86DOOWHVWVDVSHU&)5
7HVWVEHIRUHHQWHULQJRUJHWWLQJXQGHUZD\PXVWEHFRQGXFWHG
8QOHVVRWKHUZLVHLQVWUXFWHGE\WKH0DVWHUWKH2IILFHURIWKH:DWFKZLOOQRUPDOO\FDUU\RXWWKLVWDVN
ZLWKLQRQH KRXUEHIRUHWKHHQGRIVHDSDVVDJH
7KH FKHFNV PXVW EH PDGH DV OLVWHG LQ WKH UHOHYDQW FKHFNOLVW 6)056 ³3UHSDUDWLRQ IRU $UULYDO
&KHFNOLVW´
$UHOHYDQWHQWU\PXVWEHHQWHUHGLQWKH'HFN/RJ%RRNRU%ULGJH0RYHPHQW%RRN
7KHUHVXOWRIWKHHTXLSPHQWFKHFNVPXVWEHUHSRUWHGWRWKH0DVWHUDQGPXVWLQFOXGHGHWDLOVRIDQ\
GHILFLHQFLHV IRXQG ,I WKH GHILFLHQFLHV FDQQRW EH UHFWLILHG RQ WKH VSRW WKHQ LQ DGGLWLRQ WR D 'HIHFW
5HSRUWEHLQJLVVXHGWKH&RPSDQ\PXVWEHLQIRUPHGLPPHGLDWHO\
3ULRU DUULYDO LQ SRUW WKH 0DVWHU PXVW PRQLWRU 9+) DQG UHTXHVW IURP ORFDO $JHQW WKH ODWHVW
ORFDO1RWLFHVWR0DULQHUVLHFKDQJHRIGHSWKPLVVLQJEXR\VVXQNHQ9HVVHOVHWFLQRUGHUWRUHDFK
JUHDWOHYHORIVLWXDWLRQDODZDUHQHVVLQDGGLWLRQWRUHFHLYHGLQIRUPDWLRQE\1DYDUHD7 31$9(;
3UHSDUDWLRQIRU'HSDUWXUH
:LWKLQRQH KRXURUDVLQVWUXFWHGE\WKH0DVWHUEHIRUHWKHVKLSJHWVXQGHUZD\IURPanchorage.
$WEHUWKport regulations and/or restrictions are to be observed,WKHEULGJHHTXLSPHQWDQGV\VWHPVWR
EHXVHGGXULQJQDYLJDWLRQPXVWEHWHVWHGE\WKH22:DWWKHWLPH
7KHFKHFNVPXVWEHPDGHDVOLVWHGLQWKHUHOHYDQWIRUP6)056³3UHSDUDWLRQIRU6HD&KHFNOLVW´
ZKLFKPXVWEHSURSHUO\ILOOHGLQ
$UHOHYDQWHQWU\PXVWEHHQWHUHGLQWKH'HFN/RJ%RRNRU%ULGJH0RYHPHQW%RRN
7KHUHVXOWRIWKHHTXLSPHQWFKHFNVPXVWEHUHSRUWHGWRWKH0DVWHUDQGPXVWLQFOXGHGHWDLOVRIDQ\
GHILFLHQFLHVIRXQG
,IWKHGHILFLHQFLHVFDQQRWEHUHFWLILHGRQWKHVSRWWKHQLQDGGLWLRQWRD'HIHFW5HSRUWEHLQJLVVXHGWKH
&RPSDQ\PXVWEHLQIRUPHGLPPHGLDWHO\
$XWRPDWLF0DQXDO6WHHULQJ 6WHHULQJ*HDU7HVWV
7KLVSURFHGXUHGHVFULEHVWKHDUUDQJHPHQWIRUWKHRSHUDWLRQDQGWHVWLQJRIDXWRPDWLFPDQXDOVWHHULQJ
ZKHQXQGHUZD\
)DPLOLDULW\ZLWKWKH6WHHULQJ6\VWHP
$OO'HFN2IILFHUVPXVWEHIDPLOLDUZLWKWKHRSHUDWLRQRIWKHVWHHULQJV\VWHP$WWHQWLRQLVGUDZQWR
WKH SRVVLEOH LQDELOLW\ RI WKH HTXLSPHQW WR DFFXUDWHO\ PDLQWDLQ WKH VHW KHDGLQJV ZKHQ DW VORZ VSHHG
DQG RU LQ KHDY\ VHDV 7KH 9HVVHO V VSHHG DQG GLVSODFHPHQW DV ZHOO DV WKH VHD VWDWH DUH IDFWRUV
DIIHFWLQJWKHSHUIRUPDQFHRIWKHHTXLSPHQW
2SHUDWLQJ,QVWUXFWLRQVZLWKDEORFNGLDJUDPVKRZLQJWKHFKDQJHRYHUSURFHGXUHVIRUUHPRWHVWHHULQJ
JHDUFRQWUROV\VWHPVDQGVWHHULQJJHDUSRZHUXQLWVPXVWEHSHUPDQHQWO\GLVSOD\HGRQWKH%ULGJHDQG
LQWKH6WHHULQJ*HDUFRPSDUWPHQW
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
7KH SURFHGXUH IRU FKDQJLQJ WR (PHUJHQF\ 6WHHULQJ PXVW EH SRVWHG RQ WKH EULGJH LQ D SURPLQHQW
SRVLWLRQFORVHWRWKHZKHHO
7KH 0DVWHU PXVW HQVXUH WKDW DOO DVVLJQHG KHOPVPHQ DUH IDPLOLDUZLWK WKH V\VWHP DQG DUH SUDFWLFHG
UHJXODUO\LQVWHHULQJWKH9HVVHOLQPDQXDODQG1)8PRGH
7KHDXWRPDWLFVWHHULQJPRGHPXVWEHFKDQJHGRYHUWRPDQXDOVWHHULQJDQGYLFHYHUVDE\RUXQGHUWKH
GLUHFWVXSHUYLVLRQRIWKH0DVWHURU22:
7KH ³0DJQHWLF 2II&RXUVH $ODUP´ LI ILWWHG PXVW EH RSHUDWLQJ ZKHQ LQ DXWRPDWLF PRGH DQG
XQGHUZD\DWVHD
$IWHUFKDQJLQJIURPKDQGWRDXWRPDWLFWKHV\VWHPPXVWEHPRQLWRUHGWLOOWKHDXWRSLORWKDVVHWWOHGRQ
WKHGHVLUHGFRXUVH
6WHHULQJ0RGH
7KH22:PXVWSXWWKHVWHHULQJLQWRPDQXDOFRQWUROLQJRRGWLPHWRDOORZDQ\SRWHQWLDOO\KD]DUGRXV
VLWXDWLRQWREHGHDOWZLWKLQDVDIHPDQQHU
7KHEULGJH³:DWFK&RQGLWLRQ´IRUQDYLJDWLRQLQYDULRXVDUHDVPXVWEHFRPSOLHGZLWK
+\GUDXOLF XQLWV DQG VWHHULQJ PRWRUV PXVW EH XVHG LQ URWDWLRQ WR HQVXUH WKDW WKH\ DUH PDLQWDLQHG LQ
JRRGFRQGLWLRQ
'XULQJDORQJSDVVDJHVWHHULQJPRWRUVPXVWEHFKDQJHGDWOHDVWRQFHSHUZHHN
$OOFKDQJHVWRWKHPRGHRIVWHHULQJLQFOXGLQJVWHHULQJJHDUWHVWVPXVWEHUHFRUGHGLQWKH'HFN/RJ
%RRN
$Q\FKDQJHLQWKHQXPEHURIVWHHULQJPRWRUVPXVWEHUHFRUGHGLQWKH%ULGJHDQG(5ORJERRNV
0DQXDO6WHHULQJ3RVLWLRQV
$IWHU SURORQJHG XVH RI WKH DXWRSLORW DQG EHIRUH HQWHULQJ FRDVWDO ZDWHUV WKH 6WHHULQJ *HDU
PXVWEHWHVWHGLQDOOWKH0DQXDO6WHHULQJSRVLWLRQVRQWKH%ULGJH
6WHHULQJ*HDU7HVWV
:LWKLQWZHOYH KRXUVSULRUWRDUULYDODQGEHIRUHGHSDUWXUHIURPSRUWRUIURPPRYLQJEHUWKZLWKLQ
DSRUWWKHRSHUDWLRQRIWKHVWHHULQJJHDUDQGDVVRFLDWHGV\VWHPVPXVWEHFKHFNHGDQGWHVWHG
5HOHYDQW UHFRUGV PXVW EH NHSW RQERDUG E\ ILOOLQJ WKH FKHFNOLVW 6)056 ³6WHHULQJ *HDU
&KHFNOLVW´ 5HIHUWR62/$6&KDSWHU9DQG&)5DQG
:KHUHD9HVVHOLVHQJDJHGRQYHU\VKRUWYR\DJHVWKH0DVWHUPXVWFRQWDFWWKHRIILFHWRFKHFNLIWKH
IODJ VWDWH PD\ ZDLYH WKH UHTXLUHPHQWV WR FDUU\RXW WKH FKHFNV DQG WHVWV GHVFULEHG DERYH WR DW OHDVW
RQFHDZHHNRUDVSHUPLWWHGE\WKHIODJ
(PHUJHQF\6WHHULQJ*HDU'ULOOV
,QDGGLWLRQWRWKHURXWLQHFKHFNVDQGWHVWVE\62/$6&KDSWHU9(PHUJHQF\6WHHULQJ'ULOOVPXVWWDNH
SODFHDVSHULQVWUXFWLRQVGHWDLOHGHOVHZKHUHLQWKHSUHVHQW,06
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
7KHGDWHVRQZKLFKWKHFKHFNVDQGWHVWVDUHFRQGXFWHGDVZHOOGHWDLOVRIWKHGULOOPXVWEHUHFRUGHGLQ
WKH'HFN/RJERRNDQGWKH(QJLQH/RJ%RRN 62/$69
9HVVHO¶V6WRSSDJH
7KLV SURFHGXUH SURYLGHV LQVWUXFWLRQV WR EH IROORZHG ZKHQ WKH 9HVVHO PXVW VWRS GXH WR WHFKQLFDO
UHDVRQV
6WRSSDJH8QGHUZD\
:KHQHYHUWKH9HVVHO¶VURXWHLVLQWHUUXSWHGIRUDQ\UHDVRQZKDWVRHYHU UHJDUGOHVVRIWKHGXUDWLRQRI
WKHVWRSSDJH WKH2SHUDWLRQVDQG7HFKQLFDO'HSDUWPHQWVPXVWEHLQIRUPHGLPPHGLDWHO\LQLWLDOO\E\
SKRQH DQG VKRUWO\ DIWHU E\ WH[W PHVVDJH DV SHU 9HVVHO¶V 6WRSSDJH 5HSRUW WR WKH DWWHQWLRQ RI WKH
2SHUDWLRQVDQG7HFKQLFDO'HSDUWPHQWV
$ SURSRVHG SODQ IRU UHVROYLQJ WKH FDXVH RI WKH VWRSSDJH DQG WKH H[SHFWHG GXUDWLRQ PXVW DOVR EH
DGYLVHG
$IWHUFRPSOHWLRQRIWKHUHSDLUVDPHVVDJHPXVWEHVHQWWRWKH7HFKQLFDO'HSDUWPHQWH[SODLQLQJLQ
IXUWKHU GHWDLO WKH SUREOHPV HQFRXQWHUHG DQG WKH UHSDLU ILQDOO\ DSSOLHG DORQJ ZLWK DQ\ SHQGLQJ
DFWLRQVUHTXLVLWLRQVSDUWLHVLQTXLUHGRQWKHGHOD\RULQIRUPHGHWF
'HSHQGLQJRQWKHVHYHULW\RIWKHFDVHWKH7HFKQLFDO'HSDUWPHQWPD\UHTXHVWIRUDQ,QFLGHQW5HSRUW
WREHSUHSDUHGDQGIRUZDUGHGWRWKH2IILFH
3RUW2SHUDWLRQV'HOD\
'XULQJ &DUJR 2SHUDWLRQV LI ORDGLQJGLVFKDUJLQJ LV VWRSSHG IRU WHFKQLFDO UHDVRQV UHJDUGOHVV RI WKH
GXUDWLRQ RI WKH VWRSSDJH WKH 2SHUDWLRQV 'HSDUWPHQW DQG WKH 6KLS 0DQDJHU PXVW EH LQIRUPHG
LPPHGLDWHO\
7KH2SHUDWLRQV'HSDUWPHQWPXVWEHLQIRUPHGLPPHGLDWHO\LIDQ\VWRSSDJHRIWKH9HVVHOZLOODIIHFW
DQ\ EHUWKLQJEXQNHULQJ RSHUDWLRQV ZKLFK KDYH EHHQ VFKHGXOHG IRU WKH QH[W KRXUV DIWHU WKH
VWRSSDJH
3LORWDJH
3LORWVSRVVHVVORFDONQRZOHGJHDQGKDYHVKLSKDQGOLQJDQGWXJPDQDJHPHQWVNLOOVWRDVVLVWWKH%ULGJH
7HDPGXULQJWKHPRVWFULWLFDODQGSRWHQWLDOO\KD]DUGRXVSKDVHVRIDYR\DJH'HVSLWHWKHGXWLHVDQG
REOLJDWLRQVRIDSLORWKLVSUHVHQFHRQERDUGGRHVQRWUHOLHYHWKH0DVWHURUWKH2IILFHURIWKH:DWFK
IURP WKHLU GXWLHV DQG REOLJDWLRQV IRU WKH VDIHW\ RI WKH VKLS 7KH 0DVWHU KDV D ULJKW WR TXHVWLRQ DQ\
DFWLRQVRURPLVVLRQVE\WKHSLORWLILQFRQVLVWHQWZLWKWKH3DVVDJH3ODQRULIWKHVDIHW\RIWKHVKLSLVLQ
DQ\GRXEW+HDOVRKDVDULJKWWRUHTXHVWDUHSODFHPHQW3LORWPXVWKHGHHPLWQHFHVVDU\,WLVWREH
QRWHGWKDWLQWKH3DQDPD&DQDOZKHUHXQLTXHDUUDQJHPHQWVDSSO\UHVSRQVLELOLW\LVWDNHQE\WKHSLORW
IRUWKHVDIHQDYLJDWLRQRIWKHVKLS
,IWKH2IILFHURIWKH:DWFKKDVDQ\GRXEWVDVWRWKHSLORW¶VDFWLRQVRULQWHQWLRQVKHPXVWVHHN
FODULILFDWLRQIURPWKHSLORWDQGLIGRXEWVWLOOH[LVWVKHPXVWLPPHGLDWHO\QRWLI\WKH0DVWHUDQG
WDNHZKDWHYHUDFWLRQLVQHFHVVDU\EHIRUHWKH0DVWHUDUULYHV
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
(QJDJLQJD3LORW
7KH0DVWHUZLOOHQJDJHDSLORWZKHQHYHUUHTXLUHGWRGRVRE\ORFDOODZ
7KH0DVWHUPD\DOVRHQJDJHDSLORWZKHQLQKLVRSLQLRQLWZLOOLQFUHDVHQDYLJDWLRQDOVDIHW\
6DIH3LORWDJH
(IILFLHQWSLORWDJHLVFKLHIO\GHSHQGHQWXSRQWKHHIIHFWLYHQHVVRIWKHFRPPXQLFDWLRQVDQGLQIRUPDWLRQ
H[FKDQJHVEHWZHHQWKH3LORWWKH0DVWHUDQGRWKHU%ULGJH3HUVRQQHO
7KH3LORW¶VSULPDU\GXW\LVWRSURYLGHDFFXUDWHORFDOLQIRUPDWLRQWRHQVXUHWKHVDIHQDYLJDWLRQRIWKH
VKLS :KHQ D SLORW LV RQERDUG KH ZLOO WHPSRUDULO\ MRLQ WKH EULGJH WHDP DQG KH PXVW EH VXSSRUWHG
DFFRUGLQJO\
6LQFHWKH3LORWZLOOMRLQWKHEULGJHWHDPKHZLOOXVHRQO\RQHUDGDU(&',6EXWDQ\UHTXLUHGFKDQJHV
WRVHWWLQJVZLOORQO\EHPDGHE\WKH2IILFHURQ:DWFK,IKHUHTXLUHVWKHXVHRIDQ\RWKHUQDYLJDWLRQDO
HTXLSPHQW VDPH SULQFLSOH DSSOLHV 7KH 3LORW PXVW EH DOVRPDGH IRUPDOO\ DZDUH RI WKH &RPSDQ\¶V
UHTXLUHPHQW GXULQJ WKH 0DVWHU3LORW H[FKDQJH RI LQIRUPDWLRQ 7KH 5LVN $VVHVVPHQW ³1DYLJDWLRQ
XQGHU3LORWDJH´PXVWEHUHYLHZHGDQGPDGH6KLSDQG&RQGLWLRQVSHFLILF
&RPPXQLFDWLRQZLWK3LORW
:KHQDSLORWLVRQERDUGFRPPRQFRPPXQLFDWLRQODQJXDJHEHWZHHQKLPDQGWKHEULGJHWHDPPXVW
EHDJUHHG
,QWKLVUHVSHFWWKH3LORWPXVWFRPPXQLFDWHLQ(QJOLVKRUDODQJXDJHWKDWFDQEHXQGHUVWRRGRQWKH
EULGJH
:KHQWKH3LORWLVFRPPXQLFDWLQJWRSDUWLHVH[WHUQDOWRWKHVKLSVXFKDVWXJVLQDODQJXDJHZKLFKLV
QRWXQGHUVWRRGE\WKHEULGJHRIILFHUVWKH3LORWPXVWEHUHTXHVWHGWRH[SODLQKLVFRPPXQLFDWLRQVWR
WKH%ULGJH7HDPVRWKDWWKHVKLSLVDZDUHRIWKHSLORW¶VLQWHQWLRQVDWDOOWLPHV 62/$6&KDSWHU9
$SDUWIURP(QJOLVKODQJXDJHRUWKHPXWXDOO\DJUHHGFRPPRQODQJXDJHWKH,026WDQGDUG0DULQH
&RPPXQLFDWLRQ3KUDVHVPD\EHXVHGE\WKHPHPEHUVRIWKH%ULGJH7HDPVKDULQJDUHVSRQVLELOLW\WR
KLJKOLJKWIRUFODULILFDWLRQDQ\SHUFHLYHGHUURUVRURPLVVLRQVE\RWKHUWHDPPHPEHUV
&RPPXQLFDWLRQZLWKWKH3RUW
7KH 0DVWHU PXVW SURYLGH WKH UHOHYDQW DXWKRULW\ ZLWK LQIRUPDWLRQ DV UHTXLUHG E\ WKH SRUW RU RWKHU
VWDWXWRU\REOLJDWLRQV
7KH0DVWHUPXVWVHHNWKHIROORZLQJLQIRUPDWLRQHLWKHUGLUHFWO\RUYLDWKHDJHQWVDVVRRQDVSRVVLEOH
VRWKDWWKH3DVVDJH3ODQFDQEHFRPSOHWHG
x 7KH3LORWERDUGLQJSRLQW
x 5HSRUWLQJDQGFRPPXQLFDWLRQVSURFHGXUHV
x 6XIILFLHQWGHWDLOVRIWKHSURVSHFWLYHEHUWK
x $QFKRUDJHDQGURXWHLQJLQIRUPDWLRQ
7KRXJK FKDUWV SLORW ERRNV DQG SRUW JXLGHOLQHV ZLOO SURYLGH PXFK RI WKLV LQIRUPDWLRQ GLUHFWO\
KRZHYHU0DVWHUVPXVWUHFRJQL]HWKDWQRWDOORIWKLVLQIRUPDWLRQPD\EHDYDLODEOHLQVXIILFLHQWGHWDLO
WRFRPSOHWHWKH3DVVDJH3ODQXQWLOWKH3LORWKDVERDUGHGWKHVKLS
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
0DVWHU3LORW,QIRUPDWLRQ([FKDQJH
7KH 3LORW DQG WKH 0DVWHU PXVW H[FKDQJH LQIRUPDWLRQ UHJDUGLQJ WKH 3LORW¶V LQWHQWLRQV WKH 6KLS¶V
FKDUDFWHULVWLFV DQG RSHUDWLRQDO SDUDPHWHUV DV VRRQ DV SRVVLEOH DIWHU WKH SLORW KDV ERDUGHG WKH VKLS
)RU WKLV SXUSRVH WKH IRUP 6)056 ³3LORW ,QIRUPDWLRQ ([FKDQJH 3LORW &DUG $´ DQG
6)056³3LORW,QIRUPDWLRQ([FKDQJH3LORW&DUG%´PXVWEHFRPSOHWHG
7KH0DVWHUPXVWQRWFRPPLWKLVVKLSWRWKHSDVVDJHXQWLOVDWLVILHGZLWKWKHSLORWDJHSODQ
$Q\FKDQJHVLQWKHSODQIROORZLQJGLVFXVVLRQVZLWKWKH3LORWRUGXULQJWKHYR\DJHPXVWEHIRUPDOO\
UHFRUGHGLQWKHSDVVDJHSODQDQGUHIOHFWHGRQ(&',6ZKHUHDVDIHW\FKHFNRIWKHURXWHZLOOEHFDUULHG
RXWDIWHUURXWHPRGLILFDWLRQ
&RQWLQJHQF\ SODQV PXVW DOVR EH PDGH ZKLFK PXVW EH IROORZHG LQ WKH HYHQW RI D PDOIXQFWLRQ RU D
VKLSERDUGHPHUJHQF\E\LGHQWLI\LQJSRVVLEOHDERUWSRLQWVDQGVDIHDQFKRULQJDUHDV
7KHVHPXVWEHGLVFXVVHGDQGDJUHHGEHWZHHQ3LORWDQGWKH0DVWHU
7KH0DVWHUPXVWQRWKHVLWDWHWRDERUWRUSRVWSRQHWKHSLORWDJHLIWKHLQIRUPDWLRQWKH3LORWIXUQLVKHV
UDLVHVFRQFHUQV
7KH0DVWHUDQG%ULGJHSHUVRQQHOPXVW
x :LWKLQWKH%ULGJH0DQDJHPHQW7HDPLQWHUDFWZLWKWKHSLORWSURYLGLQJFRQILUPDWLRQRIWKLV
GLUHFWLRQVDQGIHHGEDFNZKHQWKH\KDYHEHHQFRPSOLHGZLWK
x 0RQLWRU DW DOO WLPHV WKH VKLS¶V VSHHG DQG SRVLWLRQ DV ZHOO DV G\QDPLFV IDFWRUV DIIHFWLQJ WKH
VKLS HJZHDWKHUFRQGLWLRQVPDQHXYHULQJUHVSRQVHVDQGGHQVLW\RIWUDIILF
x 6KLS¶VVSHHGPXVWFRPSO\ZLWKDOOPDQGDWRU\UHVWULFWLRQVDQGPLQLPXPSDVVLQJGLVWDQFHV
WKDWPD\EHVWLSXODWHGLQORFDOUHJXODWLRQV
:KHQSDVVLQJPRRUHG9HVVHOVWKHVSHHGPXVWEHNHSWDVORZDVSUDFWLFDOO\SRVVLEOHZKLOVW
DOZD\VHQVXULQJLWLVVXIILFLHQWWRPDLQWDLQIXOOFRQWURORYHUWKHPDQRHXYUDELOLW\RIWKH9HVVHO
:KHUH D UHGXFWLRQ LQ VSHHG LV UHTXLUHG SULRU WR SDVVLQJ PRRUHG 9HVVHOV WKH VSHHG PXVW EH
UHGXFHGLQJRRGWLPH
:KHQD9HVVHOUHFHLYHVDQDOOHJDWLRQWKDWVKHLVUHVSRQVLEOHIRUFDXVLQJGDPDJHWRDPRRUHG
9HVVHOGXHWRKDYLQJSDVVHGWRRIDVWDQGRUWRRFORVH9'5DQG(&',6GDWDPXVWEHEDFNHG
XSDWWKHHDUOLHVWRSSRUWXQLW\WRDVVLVWLQWKHH[DPLQDWLRQRIWKHFLUFXPVWDQFHVRIWKHFDVH
x &RQILUP RQ WKH FKDUW DW DSSURSULDWH LQWHUYDOV WKH VKLS¶V SRVLWLRQ DQG WKH SRVLWLRQV RI
QDYLJDWLRQDODLGVDOHUWLQJWKHSLORWWRDQ\SHUFHLYHGLQFRQVLVWHQFLHV
3RUWDEOH3LORW8QLWV
3LORWVPD\PDNHXVHRI3LORW8QLWVWRDVVLVWLQWKHFRQGXFWRISLORWDJH7KH0DVWHUPXVWEHDZDUHWKDW
WKH 3LORW 8QLWV DQG WKH GDWD ZLWKLQ WKHP PD\ QRW EH W\SHDSSURYHG DQG DV VXFK DUH (OHFWURQLF
&KDUWLQJ6\VWHPV (&6 DQG127DQ(&',6
6XFKHOHFWURQLFV\VWHPVXVHGE\3LORWV0867QRWEHUHOLHGRQ$Q\LQIRUPDWLRQJLYHQE\WKH3LORW
EDVHGRQWKH(&6PXVWEHYHULILHGFURVVFKHFNHGZLWKWKHLQIRUPDWLRQRQWKH(&',6DQGDQ\³RUGHU´
JLYHQ EDVHG RQ WKH (&6 PXVW EH GRXEOH FKHFNHG IRU VXLWDELOLW\ DQG FRUUHFWQHVV EDVHG RQ WKH
LQIRUPDWLRQVKRZQRQWKHDSSURYHGRIILFLDO(1&VRQWKH(&',6
%HUWKLQJDQG8QEHUWKLQJ
7KH3LORWPXVWFRRUGLQDWHWKHHIIRUWVRIDOOSDUWLHVHQJDJHGLQWKHEHUWKLQJRUXQEHUWKLQJRSHUDWLRQ
HJWXJFUHZVOLQHVPHQVKLS¶VFUHZ
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
+LVLQWHQWLRQVDQGDFWLRQVPXVWEHH[SODLQHGDVVRRQDVSUDFWLFDEOHWRWKH%ULGJH0DQDJHPHQW7HDP
,Q VXSSRUWLQJ WKH SLORW WKH PDVWHU DQG EULGJH SHUVRQQHO PXVW HQVXUH WKDW WKH SLORW¶V GLUHFWLRQV DUH
FRQYH\HGWRWKHVKLS¶VFUHZRQPRRULQJVWDWLRQVDQGDQ\IHHGEDFNLVFRQYH\HGWRWKHSLORW
3LORW%RDUGLQJ
$OO DUUDQJHPHQWV XVHG IRU SLORW WUDQVIHU PXVW HIILFLHQWO\ IXOILO WKHLU SXUSRVH RI HQDEOLQJ SLORWV WR
HPEDUNDQGGLVHPEDUNVDIHO\
7KHDSSOLDQFHVPXVWEHNHSWFOHDQSURSHUO\PDLQWDLQHGDQGVWRZHGDQGPXVWEHUHJXODUO\LQVSHFWHG
WRHQVXUHWKDWWKH\DUHVDIHWRXVH
7KHVHDSSOLDQFHVPXVWEHXVHGVROHO\IRUWKHHPEDUNDWLRQDQGGLVHPEDUNDWLRQRISHUVRQQHO
7UDQVIHURI3LORW
)RUP6)056³3LORW7UDQVIHU´PXVWEHFRPSOHWHGIRUDOO3LORW7UDQVIHURSHUDWLRQV
%HIRUHVWDUWLQJWKHULJJLQJRIWKH3LORW/DGGHUWKHZHDWKHUFRQGLWLRQVDQGWKHVKLS¶VPRYHPHQWPXVW
EH WDNHQ LQWR FRQVLGHUDWLRQ LH ZLQG 9HVVHO¶V VSHHG UROOLQJ DQG SLWFKLQJ DQG DGMXVWPHQWV WR WKH
9HVVHO¶VVSHHGDQGFRXUVHWREHFRQVLGHUHGLIQHFHVVDU\
3LORW7UDQVIHUVDQGULJJLQJRIWKH3LORWODGGHUPXVWEHDYRLGHGGXULQJheavyZHDWKHULHRYHU%,Q
VXFKDFDVHWKH2IILFHPXVWEHDGYLVHGIRUDSSURYDO
7KHIROORZLQJVDIHW\SURFHGXUHVDQGSUHFDXWLRQVPXVWEHFRPSOLHGZLWK
x 7KH0DVWHUPXVWOLDLVHZLWKWKH3LORW6WDWLRQWUDQVIHUFUDIWVRWKDWWKHVKLSLVSRVLWLRQHGDQG
PDQRHXYUHGWRHQVXUHVDIHERDUGLQJ+HPXVWPDNHHYHU\HIIRUWWRSURYLGHDJRRGOHHIRUWKH
SLORWERDWWRFRPHDORQJVLGH
x $Q 2IILFHU PXVW EH DSSRLQWHG WR VXSHUYLVH WKH 3LORW /DGGHU ULJJLQJ DQG 3LORW 7UDQVIHU
DFWLYLW\
:KHQ WKH 9HVVHO LV XQGHUZD\ WKH 22: VKDOO QRW OHDYH WKH EULGJH WR VXSHUYLVLQJ WKLV WDVN
7KLVVKDOOEHDVVLJQHGWRDQRWKHU'HFN2IILFHU
x :KHUHDFRPELQDWLRQDUUDQJHPHQWLVEHLQJXVHGWKHGHFNRIILFHUPXVWEHVWDQGLQJE\RQWKH
ORZHVWSODWIRUPRIWKHDFFRPPRGDWLRQODGGHU
x $FFRPPRGDWLRQ ODGGHU PXVW EH VHFXUHG WR VKLS¶V VLGH XVLQJ H\HSDG RU PDJQHWLF KROGHU
GHYLFH
x 7KH2IILFHUPXVWPDNHVXUHWKDWWKH3LORWLVDOZD\VZHDULQJD/LIHMDFNHWGXULQJWKHWUDQVIHU
x 7KH2IILFHU PXVWHQVXUHWKH3LORWPXVWQRWFDUU\DQ\OXJJDJHRURWKHUSHUVRQDOEHORQJLQJV
7KHVHPXVWEHKHDYHGXSGRZQE\KHDYLQJOLQH
x 7KH 2IILFHU LV DXWKRULVHG WR VWRS WKH 3LORW 7UDQVIHU LI KH LGHQWLILHV DQ\ XQVDIH SUDFWLFH RU
FRQGLWLRQ
x 7KH3LORW/DGGHUPXVWEHULJJHGDWWKHORFDWLRQGHVLJQHGIRULW
x $Q\GLVFKDUJHVIURPWKHVKLSQHDUWKHYLFLQLW\RIWKHODGGHUPXVWEHVWRSSHG
x $GHTXDWHQXPEHURIFUHZDYDLODEOH DWOHDVWWZRFUHZDQGWKHRIILFHULQFKDUJH
x $6DIHW\0HHWLQJ ³WRROER[WDON´ PXVWEHFDUULHGRXWEHIRUHVWDUWLQJWKHWDVN
x $OOFUHZLQYROYHGLQULJJLQJWKH3LORW/DGGHUPXVWZHDU33(DVSHU33(0DWUL[LQ,06
x $OOFUHZPXVWZHDUERG\KDUQHVVZKLFKPXVWEHVHFXUHGWRDVWURQJSRLQW
x 7KH ODGGHU DQG DVVRFLDWHG HTXLSPHQW VHH EHORZ PXVW EH FKHFNHG E\ WKH 'HFN 2IILFHU WR
HQVXUHWKDWWKH\DUHLQJRRGFRQGLWLRQDQGIUHHRIDQ\GDPDJH
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
x 7KHSLORWDFFHVVDUHDPXVWKDYHQRQVOLSVXUIDFHIUHHRIREVWDFOHVDQGDQ\RLO
x 7KH ODGGHU PXVW EH FOHDU RI GLVFKDUJHV IURP WKH VKLS 7KLV UHTXLUHPHQW DOVR LQFOXGHV DQ\
RXWOHWVIURPGHFNVFXSSHUV ZKHQILWWHG XQOHVVWKH\DUHHIIHFWLYHO\SOXJJHG
x 7KH UDLO SURWHFWLYH FKDLQV RU PRYDEOH UDLOV PXVW EH SXW LPPHGLDWHO\ EDFN LQ SODFH DIWHU WKH
FRPSOHWLRQRIWKHULJJLQJRIWKH3LORW/DGGHU
x 7KHOLJKWLQJRIWKHDUHDPXVWEHDGHTXDWHDQGVXLWDEOH
x $OLIHEXR\HTXLSSHGZLWKDVHOILJQLWLQJOLJKWVKDOOEHSRVLWLRQHGLQWKHSLORWODQGLQJSODWIRUP
x *RRG FRPPXQLFDWLRQ EHWZHHQ WKH %ULGJH DQG WKH 'HFN PXVW EH PDLQWDLQHG ([WUD SRUWDEOH
UDGLRWREHSURYLGHGDVUHTXLUHG
x 7KHULJJLQJRIWKH3LORW/DGGHUPXVWEHGRQHLQJRRGWLPHWRHQVXUHWKHUHDUHQRGHOD\V
:KHQIRUDQ\UHDVRQWKH9HVVHO¶VGHVLJQHGORFDWLRQIRUULJJLQJWKH3LORW/DGGHUFDQQRWEHXVHGWKH
0DVWHUPXVWFDUU\RXWDULVNDVVHVVPHQWDQGVHHNDSSURYDOIURPWKHRIILFHWRULJWKHODGGHULQDQRWKHU
ORFDWLRQ
:KHQSRVLWLRQLQJWKHODGGHUDWDQRWKHUORFDWLRQWKH0DVWHUPXVWFRQVLGHUWKHIROORZLQJWKDW
x 7KHWRSSRUWLRQRIWKHSLORWODGGHUVPXVWEHVHFXUHGDWDFHUWLILHGVWURQJSRLQWRQWKH9HVVHO
x /DGGHULVFOHDURIDQ\GLVFKDUJHVIURPWKHVKLS
7KLVUHTXLUHPHQWDOVRLQFOXGHVDQ\RXWOHWVIURPGHFNVFXSSHUV ZKHQILWWHG XQOHVVWKH\DUH
HIIHFWLYHO\SOXJJHG
x ,WLVZLWKLQWKHSDUDOOHOERG\OHQJWKRIWKHVKLSDQGLVDVIDUDVLVSUDFWLFDEOHZLWKLQWKHPLG
VKLSKDOIOHQJWKRIWKHVKLS
x 8QGHUQRFLUFXPVWDQFHVPXVWWKHSLORWODGGHUEHSODFHGLQDSRVLWLRQZKLFKFRXOGOHDGWRWKH
SLORWERDWSDVVLQJXQGHURYHUKDQJLQJSDUWVRIWKHVKLS¶VVWUXFWXUHRUEHUHTXLUHGWRPDQRHXYUH
LQSUR[LPLW\WRWKHSURSHOOHU
x (DFKVWHSUHVWVILUPO\DJDLQVWWKHVKLS¶VVLGH:KHUHFRQVWUXFWLRQDOIHDWXUHVVXFKDVUXEELQJ
EDQGVZRXOGSUHYHQWWKHLPSOHPHQWDWLRQRIWKLVSURYLVLRQVSHFLDODUUDQJHPHQWVPXVWWRWKH
VDWLVIDFWLRQ RI WKH $GPLQLVWUDWLRQ EH PDGH WR HQVXUH WKDW SHUVRQV DUH DEOH WR HPEDUN DQG
GLVHPEDUNVDIHO\
x 7KHVLQJOHOHQJWKRISLORWODGGHULVFDSDEOHRIUHDFKLQJWKHZDWHUIURPWKHSRLQWRIDFFHVVWR
RUHJUHVVIURPWKHVKLSDQGGXHDOORZDQFHLVPDGHIRUWKHFRQGLWLRQRIORDGLQJDQGWULPRI
WKHVKLSDWWKHWLPH
7KH VHFXULQJ VWURQJ SRLQW VKDFNOHV DQG VHFXULQJ URSHV PXVW EH DW OHDVW VWURQJ DV WKH VLGH
URSHV
:KHQ D VPDOO FUDIW VXSSO\ ERDW EXQNHULQJ EDUJH RU DQ\ RWKHU ERDW LV DORQJVLGH WKH SLORW ODGGHU
ZKLFKLVXVHGIRUWKHDFFHVVWRDQGIURPWKHRWKHUFUDIWZKHQQRWLQXVHIRUVRPHWLPHPXVWEHIDVW
IURP WKH ERWWRP HQG DQG OLIWHG D IHZ IHHW XSZDUGV VR WKDW LW LV FOHDU RI WKH RWKHU ERDW LQ RUGHU WR
DYRLGIULFWLRQFKDILQJDQGGDPDJH
5HJXODU LQVSHFWLRQV PXVW EH FDUULHG RXW DQG UHFRUGHG RQ IRUP 6)056 ³/DGGHUV ,QVSHFWLRQ
&KHFNOLVW´
0DULQH3LORW7UDQVIHUE\+HOLFRSWHU
'HWDLOHGLQIRUPDWLRQDQGLQVWUXFWLRQVIRUVDIH+HOLFRSWHUWUDQVIHUDUHIRXQGLQ
x *XLGHWR+HOLFRSWHU6KLS2SHUDWLRQV,&6
x (PHUJHQF\3URFHGXUHV0DQXDO
3DJHRI
3ULPH7DQNHU0DQDJHPHQW,QF
1DYLJDWLRQ 0RRULQJ 6(&7,21
0DQXDO 3ULPH*DV0DQDJHPHQW,QF
5HYLVLRQ
*(1(5$/1$9,*$7,21352&('85(6 (II'DWH
6RPHEDVLFSRLQWVWREHERUQHLQPLQGDUHWKHIROORZLQJ
7KH WUDQVIHU RI D 0DULQH 3LORW EHWZHHQ WKH KHOLFRSWHU DQG WKH 6KLS PXVW WDNH SODFH RQO\ ZKHQ WKH
FRQGLWLRQVVHWRXWLQWKHDSSURSULDWHVHFWLRQVRIWKHJXLGHDUHPHWDQGWKHVKLS¶V2SHUDWRUDQG0DVWHU
DUHVDWLVILHGWKDWWKHWUDQVIHUFDQEHFRQGXFWHGVDIHO\
7KHUHOHYDQWFKHFNOLVWVIRUKHOLFRSWHURSHUDWLRQVPXVWEHFRPSOLHGZLWK
,Q RUGHU WKDW D VDIH DQG HIIHFWLYH UHQGH]YRXV FDQ EH DJUHHG LW LV LPSRUWDQW WKDW VXIILFLHQW DGYDQFH
QRWLFHRIWKHLQWHQGHGKHOLFRSWHUVKLSSLORWWUDQVIHULVJLYHQWRDOOSDUWLHVFRQFHUQHG
$GKHUHQFHWRWKHUHFRPPHQGHGSURFHGXUHVIRUFRQWLQXRXVFRPPXQLFDWLRQVFRQWDFWIRUUHQGH]YRXV
DQG IRU VKLS LGHQWLILFDWLRQ LV HVVHQWLDO IRU KHOLFRSWHUVKLS RSHUDWLRQV LW PXVW EH UHPHPEHUHG WKDW D
KHOLFRSWHUPD\KDYHWRVHUYLFHDQXPEHURIZLGHO\VHSDUDWHG9HVVHOVLQWKHFRXUVHRIDVLQJOHIOLJKW
$OWKRXJKXOWLPDWHUHVSRQVLELOLW\IRUWKHVDIHW\RIWKHVKLSDQGLWVQDYLJDWLRQLQSLORWDJHZDWHUVUHVWV
ZLWK0DVWHUWKH0DULQH3LORWKDVDGLUHFWLQWHUHVWLQWKHFKRLFHRIWLPHDQGSODFHIRUKLVWUDQVIHUWR
WKHVKLS+HPXVWEHSDUW\WRWKHDJUHHPHQWUHDFKHGEHWZHHQWKH0DVWHUDQGWKHKHOLFRSWHURSHUDWRU
DQGSLORWEHIRUHWKHWUDQVIHURSHUDWLRQFRPPHQFHV
7KHUH PD\ EH VSHFLDO FLUFXPVWDQFHV DIIHFWLQJ WKH VXLWDELOLW\ RI WLPH RU ORFDWLRQ RI D SURSRVHG
UHQGH]YRXVRQZKLFKWKH0DULQH3LORWPD\EHDEOHWRDGYLFH
6XIILFLHQWSULRUQRWLFHZLOODOORZQHFHVVDU\DUUDQJHPHQWVWREHDJUHHG
7KHVDIHW\RSHUDWLRQDODQGRUJDQLVDWLRQDOSURFHGXUHVDQGDUUDQJHPHQWVPXVWEHIXOO\XQGHUVWRRG
5HFRUG
8QGHUNHHO&OHDUDQFH&DOFXODWLRQV 1$96(&7,216)056&
3LORW,QIRUPDWLRQ([FKDQJH&DUG$ 1$96(&7,216)056
3LORW,QIRUPDWLRQ([FKDQJH&DUG% 1$96(&7,216)056
3LORW7UDQVIHU&KHFNOLVW 1$96(&7,216)056
6WHHULQJ*HDU7HVW&KHFNOLVW 1$96(&7,216)056
3UHSDUDWLRQIRU6HD&KHFNOLVW 1$96(&7,216)056
3UHSDUDWLRQIRU$UULYDO 1$96(&7,216)056
1DYLJDWLRQLQKHDY\ZHDWKHUFKHFNOLVW 1$96(&7,216)056
+HDY\:HDWKHU5HSRUW 1$96(&7,216)056$
0DVWHU¶V2YHUDOO0RQLWRULQJ&KHFNOLVWIRU
1DYLJDWLRQLQ+HDY\:HDWKHU 1$96(&7,216)056$
1DYLJDWLRQLQ5HVWULFWHG9LVLELOLW\ 1$96(&7,216)056
1DYLJDWLRQLQ5HVWULFWHG:DWHUV 766 1$96(&7,216)056$
5LVN$VVHVVPHQWVWREHUHIHUUHGWR
1DYLJDWLRQXQGHU3LORWDJH %
3LORWDJHLQ6LQJDSRUH %
1DYLJDWLRQLQ+HDY\:HDWKHU %
'ULIWLQJIRU0DLQ(QJLQH5HSDLUV %
1DYLJDWLRQXQGHUUHGXFHGPDQHXYHUDELOLW\ %
1DYLJDWLRQXQGHUUHGXFHG8.& %
5HGXFHG8.&ZKLOHWKH9HVVHOLVDORQJVLGH %
1DYLJDWLRQXQGHUUHVWULFWHGYLVLELOLW\ %
9HVVHOQDYLJDWHVZLWKWKUHHFHUWLILFDWHG22: %
3DJHRI
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
Contents
1.0 Purpose......................................................................................................................................... 2
2.0 General Instructions..........................................................................................................................2
2.1 Supply of Paper Charts & Nautical Publications..............................................................................2
2.2 Chartroom Management Certificates................................................................................................3
2.3 Carriage of Paper Charts & Nautical Publications........................................................................... 3
2.4 Non BA Charts................................................................................................................................. 3
2.5 Sleeping Folio................................................................................................................................... 4
2.6 Inventory of paper Charts and Publications......................................................................................4
3.0 Paper Chart Corrections....................................................................................................................4
3.1 Temporary and Preliminary Notices (T&P)..................................................................................... 5
3.2 NP131 Chart Catalogue.................................................................................................................... 5
4.0 Passage Planning Paper Charts......................................................................................................... 6
4.1 General..............................................................................................................................................6
4.2 Passage Planning Principles............................................................................................................. 6
4.2.1 Appraisal of Passage.............................................................................................................................................. 7
4.2.2 Planning..................................................................................................................................................................7
4.2.2.1 Position Fixing on Paper Charts..........................................................................................................................7
4.2.2.2 Position Fixing Open Sea.................................................................................................................................... 8
4.2.2.3 Position Fixing during Coastal Navigation......................................................................................................... 9
4.2.2.4 Position Fixing under Pilotage (or Channel) Navigation.................................................................................... 9
4.2.3 Information on the Chart........................................................................................................................................ 9
4.3 Execution of the Passage Plan........................................................................................................ 11
4.4 Monitoring of the Passage Plan...................................................................................................... 11
5. Record...............................................................................................................................................12
Page 1 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
1.0 Purpose
This procedure describes all actions to be followed for the maintenance including corrections of
paper charts and publications.
This Section must also be referred to for maintaining the Back-up / Emergency Paper Charts.
For the maintenance of Electronic Charts and Publications, the relevant Section on ECDIS (of this
Manual) must be consulted.
It must be stressed that the charts of some geographic areas are not supplied automatically, but only
on request.
The geographic areas are usually specified during the negotiations with the Chart Dealers.
Upon receiving charts and publications it is the responsibility of the Second Officer to ensure that the
requested charts and publications are as per the inventory list or as ordered.
The MRS/228 Sources of Information and MRS/229A shall be updated as required. If there is a
failure of the service, the Company must be advised.
Additional or replacement charts must be ordered from the chart agent and/or from the local agent.
Contact details for any operating system issues or software application issues encountered are
provided hereunder. [email protected] must be always in copy on all emails exchanged.
Page 2 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
e-mail: [email protected]
[email protected]
[email protected]
Page 3 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
A Folio is considered to be a ³Sleeping Folio´ when the charts included/part of a specific trading
area, are not corrected and updated with new editions.
In order for a folio to be turned from Active to Sleeping, the Company¶s approval is required.
Special attention must be given when the Vessel changes her trading patterns.
Upon notification by the Company to the Master about change of trading pattern, all ³sleeping´ chart
folios must be carefully reviewed and updated to the latest Notices to Mariners received.
In case it is not practical to correct the ³sleeping´ chart folios the Master must request new and
corrected charts for the intended voyage and the new trading area.
The Navigation Officer must conduct an inventory of all charts and publications carried onboard, on
a Quarterly basis (March, June, September and December).
This Inventory is to be carried out by using the relevant forms and sent directly to the Chart Dealers,
with copy to the Marine Department.
Form SF/MRS/228 ³IMS Sources of Information´ and SF/MRS/229A ³Nautical Charts Inventory
List´ must be updated.
Where items are found to be out-of-date, this must be reported to the Master and if applicable, new
editions must be obtained without delay.
The Chart Dealers must be also notified for any chart or publication ordered directly by the Master
through the Port Agent, to enable them to adjust their records accordingly.
The results of the Inventory of Charts must be entered in the Bridge Log Book.
All charts and/or navigational publications that are out-of-date or have been superseded by new
editions or large corrections must be marked ³cancelled´, and must be removed from service, after
receipt of the new charts.
Page 4 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
At all times, Notices to Mariners necessary for the correction of existing valid paper charts onboard
must be available. If the Vessel carries old charts, it must also carry the relevant Notices to Mariners
in order to make full corrections of the charts.
The Master must make Random Checks of Chart Corrections.
This must be recorded on form SF/MRS/202 ³Master¶s Random Checks of Corrections of Nautical
Charts and Publications¶ this form must be filed in NP133A ³Paper Chart Maintenance Record´. The
Navigation Officer must verify that the paper charts and publications received by the provider are up-
to-date.
The emergency folio assigned on Vessels navigating with ECDIS the primary means and second
ECDIS the backup must be kept up-to-date.
The rest of the charts must turn to ³sleeping folio´ and must not be placed on the navigation bridge.
The charts from the emergency folio, applicable to the voyage shall be readily available so that they
are used in case of an emergency.
All the T&Ps of the previous years would be included in the Annual Summary of Notices to Mariners
(e-NP 247 Part 1).
All notices of previous years, which have been cancelled, must be struck-through with a RED pen.
The affected charts must be corrected by pencil and the number of the notice must be entered at the
left bottom part of the chart, below the permanent chart correction entries.
Cancelled T&Ps must be erased from the affected charts from both places.
T&P Notices must be strictly monitored. For up-to-date corrections, the OOWs must refer to the
latest published weekly Notices to Mariners and the Last Former List and all affected charts must be
inserted into NP 133A ³Paper Chart Maintenance Record´.
Page 5 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
4.1 General
The Master is responsible for the development of the Passage Plan, as well as for the close and
continuous monitoring of the Vessel¶s progress and position during the execution of such a plan.
This function would be delegated to the Navigation Officer; however, it must be finally checked by
the Master.
The ship¶s passage must be planned from berth to berth.
This includes passages that take place entirely within port limits, i.e. from one berth/terminal to
another.
For coastal and pilotage planning and for plotting each course alteration point, large scale paper
charts must be used.
1. Appraisal (i.e gathering all information relevant to the contemplated voyage from
berth, including those areas necessitating the presence of a pilot).
2. Planning (i.e plan flowing easily between focal points, highlighting hazards and
dangers enroute).
3. Execution (i.e formulation of the tactics, which are intended in order to carry out
the plan)
4. Monitoring (i.e properly following-up of the progress of the Vessel in the
implementation of the plan).
5. Debriefing/Evaluation (i.e assessment of the planning and the execution upon completion of
the sea passage).
Page 6 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
4.2.2 Planning
All courses previous to the last voyage must be erased from the charts before the new courses are
marked. Course lines must not be marked in ink.
On the basis of the fullest possible appraisal, a detailed Passage Plan must be prepared, which must
cover the entire voyage from ³Berth-to-Berth´, including those areas where the services of a pilot
will be used.
There are generally four (4) distinct Navigation Phases which must be considered during the planning
process:
Page 7 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
In this context intervals between position fixes are related to the distance off the nearest hazard. The
closer to hazards the more frequent the position fixes.
Any single position fixing method must be cross checked by a second fixing source, when available
and this is documented in the Passage Plan. The use of sextants for astronomical observations during
open sea navigation and visual observations during coastal navigation etc must be used whenever
possible.
It is the Master¶s responsibility and judgment to establish the time intervals of fixing the Vessel¶s
position, considering the prevailing or expected navigational conditions.
However, maximum values set in the following paragraphs shall not be exceeded.
The following symbols must be used to mark position fixing on charts to indicate the fixing method
in use:
Position Fixing Method:
Page 8 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
GPS derived positions must always be verified by alternative methods, when possible.
Note: Celestial observations in high altitude are subject to azimuth error.
Page 9 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
x Course alteration points, taking into account the Vessel¶s turning circle at the planned speed
and any expected effect of tidal streams and currents. Change from auto steering to hand
steering.
x Prominent navigation and radar marks.
x Bearing and distance of turning point to landmarks.
x Landfall targets and lights.
x Clearing lines and bearings.
x Transits, heading marks and leading lines.
x Significant tides or current.
x Safe speed, having regard to the proximity of navigational hazards along the route, the
maneuvering characteristics of the Vessel and its draught in relation to the available water
depth.
x Necessary speed alterations enroute e.g. where there may be limitations because of night
passage, tidal restrictions, or allowances for the increase of draught due to squat and heel
effect, when turning.
x Positions where a change in machinery status is required.
x Minimum clearance required under the keel in critical areas with restricted water depth.
x Positions where the echo sounder must be activated including any change in depth alarm
settings.
x Crossing and high density traffic areas.
x Safe distance-off.
x Anchor clearance.
x Abort positions. A position must be drawn on the chart showing the last point at which the
passage can be aborted and the ship not be committed to entry.
x VTS and repointing points.
x The method and frequency of position fixing, including primary and secondary options.
x Any considerations relating to the protection of the marine environment i.e. MARPOL
Special Areas etc.
x No-go areas must be highlighted, but must be reserved for those areas where the attention of
the navigator needs to be drawn to a danger such as shallow water or a wreck close to the
course line. Extensive use of no-go areas must be discouraged. No-go areas vary with change
of draft and tide and will therefore also vary with the time of passage. They must not
therefore be permanently marked.
x Contingency plans for alternative action to place the Vessel in deep water or proceed to a port
of refuge or safe anchorage in the event of any emergency necessitating abandonment of the
plan, taking into account existing shore-based emergency response arrangements and
equipment and the nature of the cargo and of the emergency itself.
x Air draft when passing under bridges/power lines/cable cars etc.
Each Passage Plan must be reviewed by other Officers and approved by the Master prior to the
commencement of the voyage.
The Passage Plan must be signed by all.
The Passage Plans are sent to the Office for review by the Marine Department prior to departure and
later if there is a change of instructions or amendment for any reason.
Page 10 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
Factors, which must be taken into account when executing the plan or deciding on any deviation,
include:
x The reliability and condition of the Vessel¶s navigational equipment.
x Estimated times of arrival at critical points for the tide heights and flow.
x Meteorological conditions (particularly in areas known to be affected by frequent periods of
low visibility) as well as weather routing information.
x Consideration given to daytime versus night-time passing of danger points, and any effect this
may have on the position fixing accuracy.
x Traffic conditions, especially at navigational focal points.
It is important for the Master to consider whether any particular circumstance, such as forecast of
restricted visibility in an area where position fixing by visual means at a critical point, is an essential
feature of the Passage Plan, introduces an unacceptable hazard to the safe conduct of the passage; and
thus, whether that section of the passage must be attempted under the conditions prevailing or likely
to prevail.
One of the most important tools for the effective monitoring of a Passage Plan is the Parallel
Indexing (PI).
In narrow waters and restricted areas, continuous track monitoring must be carried out by the use of
the Radars and PI of a fixed known object.
The basic principle of PI plotting can be applied to either a stabilized relative motion display or
ground-stabilized true-motion display.
PI is a particularly valuable tool to be used when approaching ports and during pilotage.
The OOWs must use the PI to monitor the Vessel¶s position, whenever possible.
Any deviation from the intended course can be easily identified, and the appropriate corrective
actions can be taken.
On completion of the voyage, a debriefing of the Passage planning shall be carried out by the Master
with the Bridge Team and relevant entries must be made in the Passage Plan form.
Page 11 of 12
Prime Tanker Management Inc. SECTION 04
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) NAVIGATION WITH PAPER CHARTS Revision: 02
AND PAPER PUBLICATIONS Eff. Date: 29/02/2020
5. Record
Master¶s Random Checks of Corrections of
Nautical Charts and Publications NAV/SECTION 4/ SF/MRS/202
IMS Sources of Information NAV/SECTION 4/ SF/MRS/228
Nautical Charts Inventory List NAV/SECTION 4/ SF/MRS/229A
Position Fixing Log NAV/SECTION 4/ SF/MRS/230
Page 12 of 12
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Contents
1.0 Purpose......................................................................................................................................... 4
1.1 General..............................................................................................................................................4
1.2 Cargo Ship Safety Equipment Certificate.........................................................................................4
1.3 ECDIS Equipment............................................................................................................................ 4
1.3.1 Back-Up Arrangements for ECDIS........................................................................................................................4
1.3.1.1 Paper Charts as Back-Up.....................................................................................................................................5
1.4 Maintenance of ECDIS.....................................................................................................................5
1.5 ECDIS Training Requirements.........................................................................................................5
1.5.1 Generic ECDIS Training........................................................................................................................................ 6
1.5.2 Type Specific ECDIS Training.............................................................................................................................. 6
1.5.3 Onboard Familiarisation.........................................................................................................................................6
2.1 ECDIS Use........................................................................................................................................6
2.2 Master¶s Responsibilities..................................................................................................................6
2.3 ECDIS Watch Handover Routine..................................................................................................... 7
2.4 Use of ECDIS for Navigation...........................................................................................................7
2.5 Over-reliance on ECDIS...................................................................................................................7
2.5.1 Managing Over-Reliance....................................................................................................................................... 8
2.6 ECDIS and Collision Avoidance...................................................................................................... 8
2.7 Selection of Sensors..........................................................................................................................9
2.7.1 Checking ECDIS Sensors.......................................................................................................................................9
2.7.2 ECDIS Management Card......................................................................................................................................9
3.0 ECDIS Charts................................................................................................................................... 9
3.1 Types of Official Charts................................................................................................................... 9
3.2 ENC ± Electronic Navigational charts............................................................................................10
3.2.1 ENC Compilation Scale....................................................................................................................................... 10
3.2.2 Unofficial Data..................................................................................................................................................... 11
3.3 Quality of Chart Data (CATZOC).................................................................................................. 11
3.4 Charts Updating.............................................................................................................................. 13
3.4.1 Ordering and updating of C-MAP........................................................................................................................14
3.4.2 Ordering and updating of AVCS..........................................................................................................................15
3.4.3 Updating Charts while Underway........................................................................................................................ 16
3.4.4 Deleting Charts.....................................................................................................................................................17
3.4.5 Electronic Nautical Publications Ordering and Updating.................................................................................... 17
4.0 ECDIS Passage Planning................................................................................................................ 18
4.1 Appraisal.........................................................................................................................................19
4.2 Planning.......................................................................................................................................... 19
4.2.1 Assessing Chart/ENC Coverage...........................................................................................................................20
4.2.2 Selection of the Appropriate ENCs for the voyage..............................................................................................20
4.2.3 Position Fixing Methods and Intervals when navigating with ECDIS................................................................ 21
4.2.4 Parallel Indexing (PI)........................................................................................................................................... 22
4.2.5 No-Go Areas........................................................................................................................................................ 22
4.2.6 Wheel-over........................................................................................................................................................... 22
4.2.7 Route Creation......................................................................................................................................................22
4.2.8 Route Checking.................................................................................................................................................... 23
4.2.9 Copying and Saving Information......................................................................................................................... 25
4.2.10 Crossing the Safety Contour.............................................................................................................................. 25
4.2.10.1 Configuring the ECDIS to cross the Safety Contour...................................................................................... 25
4.2.10.2 Procedure for Crossing the Safety Contour.....................................................................................................26
Page 1 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Page 2 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Page 3 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
1.0 Purpose
This procedure provide guidance on the safe use of ECDIS for navigation.
1.1 General
ECDIS is a Ship-borne Navigational System whose performance standards are specified in the IMO
Resolution A.817 (19).
The OOWs must understand that ECDIS is only an aid to navigation, with the potential to
malfunction without warning.
ECDIS does not replace the practice of good seamanship, nor does it eliminate the need to
maintain an effective lookout.
If used correctly, ECDIS can be an invaluable tool which can greatly complement the existing skills
of navigators, and reduce the navigational workload of the navigator quite considerably.
For the Installation, Operation and Trouble- Shooting procedures, reference must be made to the
manufacturer instruction manuals.
Page 4 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
It is the responsibility of the Company to ensure that an approved back-up system is provided on
board.
The Company provides the Vessels navigating paperless with paper charts for any area on their trade
route not covered by ENCs and worldwide charts to be used in case of an emergency.
The adequacy of the charts that constitute this folio ³take me home´ will be regularly reviewed.
All Fleet Vessels navigate with ECDIS as the Primary Means of Navigation and the Second
ECDIS as the Back-up Means of Navigation.
As far as practicable the following intervals for position fixing on paper charts must be followed
when they serve as the backup arrangements:
Open sea navigation: x every 2 hours
Page 5 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The manufacturer¶s instruction for using the ECDIS equipment must be referenced for understanding
the software menu structure and its capabilities.
x Ensure a notice is posted next to the ECDIS stating which GPS is being used for position
input.
** Refer to ECDIS Presentation and Performance Check in this Section.
2.3 ECDIS Watch Handover Routine
The OOWs must understand that proper watch keeping is paramount for the safety of the Vessel,
crew and cargo. They must remain alert to the risks of over-reliance on ECDIS for navigation, as well
as the potential for the under-use of its capabilities through lack of familiarity.
Effective communication between the incoming and outgoing OOW is key to a safe and efficient
handover.
Where there is a second ECDIS as the backup system, the incoming OOW must first look through the
intended track on the secondary system in preparation for taking over the watch.
This will ensure that there is no interference with the on-going conduct of the watch, whilst the main
ECDIS is in use for route monitoring.
This is especially important when manoeuvring in confined water or in heavy traffic conditions.
The incoming OOW must confirm that all settings and checklist features are correct on the secondary
system, before moving to the main terminal and repeating the visual check.
Page 7 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The Gyro: Can drift and/or fail and radar calibration can be in error.
The Chart: Is only as good as the underlying survey data-in and use must be made of the survey
reliability information within the ENC when planning a passage. For some areas there is considerable
uncertainty of horizontal accuracy and ENCs may carry notes to this effect. In these cases, GPS
cannot be relied upon and relative navigation techniques must be employed.
ECDIS, even with the use of Radar Overlay and AIS overlay activated, must NEVER be used in
isolation for collision avoidance.
It is a decision support tool which displays a harmonised picture of the information supplied to it.
Visual Observation remain the primary method of collision avoidance while the Radar / ARPA
remains the primary tool for collision avoidance.
Page 8 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Any degradation or failure of sensors must be reported to the Master and appropriate action taken in
line with Emergency Response Checklist.
Page 9 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
For a detailed explanation on ENCs, reference must be made to the latest edition of
NP231 ³Admiralty Guide to the Practical Use of ENCs´.
It is the responsibility of the Company to ensure that only approved ENCs, are supplied to the
Vessels i.e. issued officially by or on the authority of a Government, authorised Hydrographic Office
or other relevant government institution only authorised distributors sell ENCs which includes the
delivery of update information.
An over-scale warning will be generated on ECDIS if the appropriate scale is not in use.
Page 10 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Additional information on CATZOC is given in NP231 Admiralty Guide to the Practical Use of
ENCs and NP232 Admiralty Guide to ECDIS Implementation, Policy and Procedures.
ENC data is only as complete and accurate as the original survey data from which it has been
derived. In the majority of cases this will be the same as used to derive the equivalent paper charts
currently available. The survey data used in the ENC is often based on information from different
sources whose relative accuracies may vary widely.
On the paper chart, this information is shown on the source data diagram; however ENCs do not
contain an equivalent source data diagram, but provide information on the quality of data within the
ENCs in other ways.
The primary mechanism used to communicate this information is through an attribute called
³CATZOC´ (category of zone of confidence data).
The table below gives an estimate of the reliability of data related to five quality categories for
assessed data (CATZOC A1, A2, B, C and D) and a sixth category for data which has not yet been
assessed.
If the ZOC is ³U´.
The OOW must be aware that the CATZOC symbol displayed on the ECDIS will only give a partial
description of the quality of the chart information being displayed, and does not include all the
information available from the paper chart source data diagram.
If an ENC has a category of ³C´ & ³D´ then caution must be exercised during the passage planning
stage and if it is ³U´ then the Officer must seek for information from reliable sources.
A risk assessment shall be carried out when the Vessel is to navigate in waters assigned a CATZOC
attribute C, D or U.
Page 11 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Whilst CATZOC/Quality Indication provides useful information, it must not be relied upon in
isolation, and OOW must use the ECDIS pick report function to interrogate any further information
that may have been provided by the ENC producer in order to build a full picture of the ENC data
that is available, and so establish the appropriate safety tolerances when determining the best Passage
Plan.
The Navigating Officer must consider these CATZOC features and must advise the Master of any
concerns during the passage planning stage. The ship¶s safety settings must then be set with the
approval of the Master.
This ensures that the OOW can apply an appropriate safety margin when determining the route.
Bigger margins must be applied where the survey data is old, or is of insufficient resolution or quality
to fully depict the sea floor.
ENCs do not contain an equivalent source of data diagram, but provide information on the quality of
data within the ENCs in other ways.
The CATZOC depth correction will not be added in Safety Depth and Safety Contour formula when
the charted depths are more than 50m.
The CATZOC allowance must always be taken into consideration when calculating the Safety Depth
and Safety Contour.
However, in cases that the Vessel cannot enter a port or navigate within confined waters due to the
added CATZOC allowance, this must be thoroughly examined during the passage planning phase. If
reducing speed and/or take advantage of the HoT does not provide adequate UKC then a Risk
Assessment shall be carried out (B-27) to evaluate whether the CATZOC allowance that restricts
navigation can be excluded from the Safety Depth and Safety Contour formula.
Authorised values of CATZOC to be used are clearly described in Section 01 of this Manual.
In ³All´/´Other´ display mode, the ECDIS will display the appropriate CATZOC symbol within each
area (but not the limits of the areas) depending on its assigned value detailed in the following table:
Page 12 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
A1
A2
B
A1
C
A1
D
A1
U
A1
Five and six star symbols therefore denote high accuracy surveys produced using modern equipment
and techniques.
A four star symbol denotes a medium accuracy survey where the positional accuracy is not quite as
high and full seafloor coverage cannot be guaranteed.
Two and three star symbols denote low accuracy surveys, often based on data collected on an
opportunity basis only and so where significant seafloor features (those which are more than 10%
shallower than the soundings are shown in the area) are considered likely to exist.
For a general explanation on updating of charts reference must be made to the latest edition of NP231
³Admiralty Guide to the Practical Use of ENCs´.
Page 13 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
It is recommended that spot checks are carried out to ensure that ENC updates have been correctly
installed.
All Company¶s Vessels navigating with ENCs are supplied with approved ENCs either from ³Digital
Marine Charts´ hereafter referred to as DMC or ³SRH Marine´. Both are approved distributors.
It is the responsibility of the designated Navigating Officer to order and update the ENCs required,
however the Master and all Deck Officers (Chief Officer, Second Officer and Third Officer) must be
fully aware of how to update and maintain the on board ECDIS.
Page 14 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Vessels navigating with ENCS must send a confirmation to the attention of Marine Department
through email, well before prior departure, that all ENCs license/permits required for the voyage
and latest updates have been received, applied and no warning error is displayed on the ECDIS
related to ENCs.
Emergency folio is corrected up to the latest Notices to Mariners.
Digital publications relevant to the area the Vessel is navigating are activated and latest updates
have been applied.
Page 15 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Any issues related to ordering or updating ENCs must be addressed to the Vessel¶s charts agent
keeping [email protected] always in copy on all emails exchanged.
DMC LTD
Contact details:
Tel: + 30 210 4121 566
Fax:+ 30 210 4226 042
E-mail: [email protected][email protected]
)RURXWRIRIILFHKRXUVDQGSXEOLFKROLGD\VSOHDVHFRQWDFWSKRQHQXPEHU +30 6940 555741
+306944442801
Form SF/MRS/205B ENCs, E-Publications & Chart Management Tools Information must be
completed and a copy must be sent to Marine/Vetting department.
It is the responsibility of the Master to ensure that the update process is robustly followed.
All Masters and OOWs must know how to update charts and maintain the onboard ECDIS. It must
not be left to the designated Navigation Officer to be the sole person who has the knowledge on the
updating procedure and process.
Page 16 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
If for some reason updating has to be carried out underway then the Master must ensure the following
is complied with:
x One ECDIS is updated at a time to ensure the OOW retains an operational system.
x The ECDIS and the route must be checked prior to conducting the update on the next ECDIS.
The Publications, which are supplied in digital format are the following:
- Admiralty Digital Publications (ADP: ADLL, ADRS 1,3,4,5, ADRS2, ADRS6 & ATT)
- Admiralty Sailing Directions (e-NP)
Paper publications are provided only for editions that are not published in digital format.
Digital Publications are displayed using the following software:
- Admiralty Gateway (e-NP)
- Admiralty Digital Publications (ADP)
The above software must be installed on a laptop dedicated for digital publications display located on
the Bridge, connected/supplied by an emergency source of electrical power. The back-up laptop
(electronic back-up) must be supplied by an emergency source of electrical power as well.
The digital publications are activated by the Marine Department on Vessel¶s request. Publications
must be activated basis Vessel¶s trading area.
All media (Base CDs, updates of base CDs, update files) must be logged and retained onboard.
Update request files are generated through the software and sent to the
[email protected] for e-NPs and to [email protected] for the ADPs.
Files received are imported to the software and the databases are automatically updated.
Relevant information must be recorded in the SF/MRS/205B and a copy must be sent to the
Marine/Vetting Department.
How to Keep Your Admiralty Products Up-to-Date NP 294 shall also be consulted.
Any operating system issues or software application issues must be addressed to Global Navigation
Solutions S.A or SRH Marine Electronics as applicable.
[email protected] must be in copy on all emails exchanged.
Page 17 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The onboard software tools are not to be used for planning the passage.
The passage must be planned only on the approved ECDIS.
Their use must be restricted to ordering charts, downloading AIO and measuring distances.
The Passage Plan must consider all elements of the passage, from berth to berth, encompassing every
leg, including those where a Pilot will be embarked.
The principles and fundamentals of ³berth to berth´ passage planning remain unchanged, i.e.:
x Appraisal.
x Planning (includes Route Creation and Route Checking).
x Execution.
x Monitoring.
x Evaluation.
In addition to completing the checklist SF/MRS/205 ³Passage Appraisal & Planning´ checklist
SF/MRS/205A ³Electronic Passage Plan Checklist´ must also be completed.
The Passage Plan must be approved by the Master. A copy of the Passage Plan must be forwarded to
the Company¶s Marine department prior passage commencement.
When voyage orders have not been received prior sailing port then the passage shall be planned for at
least the next 24 hours.
When calling at non-routine new ports or navigational routes the passage plan must be reviewed by
shore management.
Page 18 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
4.1 Appraisal
The Navigating Officer must identify all the information required to prepare a Passage Plan, so that
any gaps can be filled and risks can be assessed and mitigated during the development of the plan.
The sources of information for a Passage Plan are not restricted to the ENCs only and other sources
and publications must be referenced.
Checklist SF/MRS/205 ³Passage Appraisal & Planning´ and Checklists SF/MRS/205A ³Electronic
Passage Plan Checklist´ must be completed.
The above forms cover the items to be considered during the appraisal process.
The Master must ensure that a full record of the Appraisal process is maintained for future reference.
A Risk Assessment must be carried out to mitigate the risks when a required ENC or an ENC of
appropriate scale is not available for the voyage. The risk assessment must be submitted to the
Company for further action.
The Master must ensure that ENCs and publications for the intended voyage are supplied before the
voyage commences.
Under no circumstance must the Master proceed on a voyage or enter a port without the necessary
navigation charts and publications for the voyage. (SOLAS V/34 and IMO Res. A.893 (21)
³Guidance for Voyage Planning).
If paper charts, in case of inadequate ENC coverage, and publications available only in paper, are not
available on board due to a change in voyage while the Vessel is underway to her initial destination
the Office Marine/Vetting Department must be immediately notified through a phone call and email
so that all efforts and actions are taken for charts and publications to be obtained through various
sources. A risk assessment must be carried out in case these cannot be timely obtained so that
hazards involved are assessed and properly addressed with adequate control measures taken. (i.e
scanned copy of publications will be supplied in case of an emergency).
4.2 Planning
The ECDIS equipment¶s planning functions and features allows the operator to easily adjust a
planned route by adding and deleting waypoints, changing the position of a waypoint, etc. by a click
of the mouse. Distances can easily be re-calculated and revised ETAs shown.
The Master must ensure that a full record of the ³Planning´ process is maintained for future
reference.
Page 19 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
When assessing chart coverage within the Passage Plan, the following aspects of ENC/ECDIS
operation must also be taken into account:
x Overlapping and adjacent ENCs.
x Adjacent charts to contend with any deviations and emergencies during the voyage.
x Content of differences between ENC and paper chart. It is important to review and note the
data quality information for all aspects of the Passage Plan. More detail on this is provided in
NP231.
x For any gaps in ENC coverage, the Vessel is required to carry an appropriate folio of paper
charts. In all such cases the Marine/Vetting Department shall be advised timely so that ENC
AVCs charts covering the areas C-Map do not have coverage to be provided and vice versa.
x Unofficial data has no validity for safe navigation under IMO regulations.
The OOWs must be aware that the accuracy of the position of chart data may be considerably less
than that of the positioning system in use and must take into account during the appraisal phase of the
passage.
For detailed information on the accuracy of ENCs NP231 ³Admiralty Guide to the Practical Use of
ENCs´ must be consulted.
The Navigating Officer must also consider the following factors when assessing the accuracy of the
ENC to determine the safety implications of navigating across poorly surveyed areas:
x Survey Accuracy.
x Compilation and Data Accuracy (Category of Zone of Confidence).
x Horizontal Accuracy.
The Master must review the chart selection across the route and consider including appropriate
adjacent charts to contend with any deviations and emergencies during the Voyage.
Page 20 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
4.2.3 Position Fixing Methods and Intervals when navigating with ECDIS
Good navigational practices require that the frequency of position fixing must be such that the Vessel
cannot run into danger during the interval between fixes.
Use of a single method of fixing, especially one that is automatically plotted in ECDIS, can lead to
over-reliance. Where available, the OOW must seek to verify the ship's position by at least two (2)
independent methods.
The GPS position continuously plotted on ECDIS will be verified by alternative methods (using
terrestrial and celestial objects and/or DR positioning).
Whilst ECDIS can show satellite derived positions to three decimal places, the accuracy of that
position is dependent on a number of factors and errors which can occur due to poor signal reception,
sunspot activity, and accidental or deliberate interference, the OOW must be aware of:
x How accurate the display of position is in terms of fix, heading and speed (use of check fix to
avoid over-reliance on satellite positioning systems)
x How accurate the displayed position is in relation to the underlying accuracy measures
contained in the ENC data.
The OOW must carry out frequent cross-checks of Vessel¶s position.
Manual fixes at prescribed intervals must be assessed and included in the Passage Plan. Position
fixing method and frequency must be as follows:
Page 21 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
PI must not be drawn from floating objects unless they have been first checked for position.
4.2.6 Wheel-over
It is the carefully selected wheel-over position which defined the way-point not the other way round
and this is extremely important in narrow and pilotage waters.
Bridge Officers must be familiar with the wheel-over facilities of the ECDIS software installed and
the techniques for planning and executing a constant radius turn.
Navigating visually, making use of leading lights and head bearings for courses, and beam bearing
for wheel-over positions gives the navigator independence from any failures of shipboard systems.
The Master and the OOWs must be thoroughly familiar with route creating procedure of the ECDIS
equipment installed on the Vessel.
Page 22 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The following are some general notes on creating a route (list is not exhaustive, e-passage planning
checklist must be utilised as well and its provisions complied with):
x During the route planning processes, consideration must be given to the intended method of
execution and monitoring.
x The UKC policy of the Company must be complied with for all legs of the voyage (including
any change in drafts during the voyage) when determining the Safety Contour and Safety
depth settings.
x Where the ECDIS equipment allows, the SCAMIN function must be switched off to ensure
all information is visible.
x Ensure Chart Autoload and Autoscale are ON.
x Create a 'blank canvas' by unloading old routes, info and manual corrections.
x Select a scale that allows the start and end locations to be viewed.
x Open the Route planning function and select a New Route.
x Begin with waypoint plotting in the general area of the start and end of the route.
x Select Rhumb Line or Great Circle sailing as required.
x The assessed safety settings i.e. Safety Contour / Depths, Safety Frame, waypoint alerts etc.
must be correctly entered in the ECDIS. Each leg detail, including cross track distance
(XTD), must be carefully planned and not simply copied from previous legs.
x Consider Zones of Confidence (ZOC) information when determining Safety Contour and
Safety Depth values.
x Zoom in to a more appropriate scale such as 1:1 to modify the start and finish waypoints to
account for TSS etc.
x Ensure that you have adequate XTD for the various legs of your route to take into account the
nature of the environment and expected possible deviations, lateral separation from the route
and collision avoidance. The XTD/SM must be as wide as possible so that wider navigating
area is scanned for navigational hazards. This will facilitate the OOW when he has to deviate
from the route for any reason (i.e. collision avoidance). When you have to navigate outside
the XTD an additional safety check of the route has to be carried out or the instant route
functionality (or equivalent) if applicable, of the ECDIS must be utilised.
x If using Arrival Circles for reaching waypoints, ensure that these are set to an appropriate
value.
x Speed for each leg of the passage must be planned while taking into account navigational
hazards and the Vessel¶s characteristics.
x Check the Turn Radius setting and ensure that the computed turn calculations look realistic.
x Manual updates or Mariner¶s Notes must be used to add information on the ENCs as per
checklist SF/MRS/205A ³Electronic Passage Plan Checklist´.
Page 23 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
A Passage Plan used for repeated voyages MUST be reviewed in its entirety, safety checked through
the in-build ECDIS functionality and the approval process strictly followed.
Page 24 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Transfer of voyage specific data between Vessels by any type of media is prohibited by the
Company.
NP-232 Admiralty Guide to ECDIS Implementation, Policy and Procedures describes two methods to
cross the Safety Contour; Method 2 must be used and the procedure is given below.
The Master must authorise crossing the Safety Contour on each individual occasion the Safety
Contour is crossed. This authorisation must be recorded in the Passage Plan.
Page 25 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
If the Passage Plan was completed for direct berthing and the Vessel was instructed to proceed to an
anchor position or vice versa, the Master must ensure that the Passage Plan is amended with the
changes.
Page 26 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
When at anchor, the Anchor Watch settings on the ECDIS must be used to display the position of the
anchor and provide an alarmable drag circle whereupon the system will alarm if the ship leaves the
circle.
When at anchor, the GNSS position of the Vessel can be checked using the Radar Image Overlay
(RIO) function, if available.
4.3 Execution
The following are considerations when conducting the Execution phase (not exhaustive):
x Ensure time settings are on UTC as chart notes and ENC attribution will be based generally
on UTC settings and not local time.
x Activate the Navigation Plan / Route.
x SCAMIN function (where provided in the equipment) must be ³on´.
x The use of ³All´ display setting will not be suitable for ³Execution´ and ³Monitoring´ phase.
(Too much data on screen can mask hazards and make it difficult to determine the true cause
for a system alarm).
x Display the most relevant panel or screen display for execution.
x Ensure appropriate configuration of Safety Alarms (Anti Grounding Cone, Safety Depth,
Safety Contour, Safety Parameters etc.).
x Follow the Route and know the XTD in case of deviation.
x Look ahead to check for any Voyage Notes.
x Check weather forecasts will not adversely affect the plan. Important weather information
shall be plotted on the ENCs, upon receipt by the OOW. Any changes to be made on the plan
based on weather information received shall be communicated to all Bridge Officers,
approved by the Master and the passage plan approval process shall be repeated.
x Estimated times of arrival at critical points for the tide heights and flow.
x Consideration given to daytime versus night-time passing of danger points, and any effect this
may have on the position fixing accuracy.
x Monitor NAVTEX and Navigation Warnings, plotting relevant information manually as
required (if not done automatically) and checking the Route as necessary to see whether
affected.
4.4 Monitoring
The following are considerations when conducting the Monitoring phase (not exhaustive):
x During voyage monitoring, the ECDIS must be operated at compilation scale when
appropriate scale ENCs are available.
x Use of single method of fixing must not be relied upon. A second method of position fixing to
be used including manual position fixing for verifying the GPS positions.
x Occasional use of RIO, where available, must be used to verify positional accuracy.
x Are all sensors functioning correctly and what is their accuracy?
Page 27 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
x The OOW must avoid over-reliance on ECDIS display of position alone to confirm where the
Vessel is in relation to the leg. Manual checks of position must be applied at prescribed
intervals using alternative methods.
x All sensor alarms must be investigated immediately and where necessary action to keep the
Vessel in safe water.
x The OOW must avoid relying solely on automated monitoring alarms on the ECDIS.
x The OOW must undertake a careful visual inspection of the Passage Plan for the period of the
watch to confirm that it remains clear of dangers. This is especially important if changes have
been applied since the OOW last checked the Passage Plan, and must not assume that a
review has been completed.
x The ECDIS display must be configured to show all other safety features, but in particular
contours and soundings at any other time the OOW considers it necessary.
x The OOWmust be conversant with the steps necessary to return the ECDIS display to that laid
down in the Passage Plan for execution.
x Continually checking waypoint ETAs.
All changes to the Passage Plan must be formally reviewed and approved by the Master.
In general, the use of the offset facility is not recommended; however, where deemed necessary all
offsets applied must be comprehensively assessed and approved by the Master.
A record must be kept of the offset applied and as a reminder a poster detailing the offset must be
prominently displayed next to the ECDIS equipment.
Some chart areas have not been surveyed for many years and can have unknown offsets to WGS84,
which may be very significant to navigation. In certain cases the offsets can be as much as a mile or
more but are typically rather less.
Page 28 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
ENC data is unlikely to have such gross errors but when only RCDS data is available and its survey
date is old, extreme caution must be applied, especially when using charts of unknown datum.
Offsets in a positioning system may also be due to an internal fault or it may be due to its datum
having been incorrectly set to other than WGS84 / PZ-90.
However, unless the position fix system is old the ECDIS will be able to identify to the user that its
position fix datum is incorrectly set.
A permanently observed difference is likely to be due to incorrect settings of the CCRP (Consistent
Common Reference Point) in the ECDIS setup menu. CCRP is a location on own ship, to which all
horizontal measurements, such as target range, bearing, relative course/speed, closest point of
approach, or time to closest point of approach are referenced.
When navigating within areas that have been more recently surveyed, it is unlikely that the chart data
offset feature will be needed. In such waters any apparent need for an offset will probably indicate a
fault condition, which must be investigated further rather than blindly applying an offset.
The Pilots must be advised that they are not allowed to change any settings of the ECDIS.
Once the Pilot has boarded he must be fully integrated into the bridge team and the bridge team must
provide the pilot with the ³display view´ that he may require.
In addition, he must be apprised of the ECDIS information as given in the Pilot Card SF/MRS/207
Pilot Information Exchange Part A.
Masters must ensure that no part of the Pilot¶s plan must take the Vessel out of the safety settings as
calculated and documented in the passage plan.
Following the Master Pilot information exchange any differences between the Pilot¶s plan and the
safe water identified on the ECDIS must be resolved.
The OOW must make any necessary amendments to the passage plan following the Master/Pilot
exchange and agree these with the Master and Pilot.
The Pilot Cards:
1-SF/MRS/207 Pilot Information Exchange Part A and
2-SF/MRS/208 Pilot Information Exchange Part B
must be completed.
4.4.4 Predictor
The Predictor function, if available, may be used when deemed necessary. The Predictor can be
described as the own ship projected ahead in Time. When the Predictor function is activated, a copy
of the own ship contour is displayed.
The prediction is normally based upon the Heading, Log, COG, SOG and the Rate of Turn, although
this is dependent upon the ECDIS in use.
Page 29 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
It is of use for gauging time and distance to dangers and obstructions, and to gauge the effectiveness
of turns.
However, it is only a guide and does not replace the need to verify progress of turns by visual means.
4.4.5 SCAMIN
SCAMIN is an attribute allocated to features within an ENC that defines the minimum (smallest)
scale at which they will be displayed in an ECDIS. SCAMIN is used to significantly reduce the
amount of information on the ECDIS display when reducing the viewing scale of an ENC.
If the ECDIS is fitted with SCAMIN and allows selection of SCAMIN off/on then:
x The system must be set to operate with SCAMIN OFF for appraisal, planning and review
phases to ensure all information is seen.
x SCAMIN must be selected ON for execution and monitoring of the Passage Plan in order to
reduce the effects of an over-crowded display.
The Master, the Navigating Officer and OOWs must make themselves fully aware of this or similar
function as may be available on the ECDIS equipment installed.
Guidance on settings and configuration of ECDIS given in this section does not affect the Captain's
prerogative to augment or reduce safety settings as the navigational situation dictates, with suitable
risk management measures and supervision in place.
Such deviations from standard practice are to be stated appropriately in the Passage Plan and/or
Master¶s Bridge Order Book.
It is Company policy that all ECDIS safety settings are to be appropriately planned and set at all
times during voyage execution.
Page 30 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
All settings must be assessed and documented for each leg in the Passage Plan.
This includes:
x Safety Contour;
x Safety depth;
x Cross Track Distance;
x Look-ahead settings.
The OOWs including the Master must be fully familiar with the alarm and warning features of the
installed ECDIS equipment. The manufacturer¶s User Manual must be consulted.
In an ECDIS an ³alarm´ is an audible and visual alert which requires immediate attention. An
³indication´ is an alert which is visual only.
An ECDIS alarm or indication will also be generated as the Vessel approaches a danger to
navigation. These are defined not only as when the Vessel crosses the safety contour but also when
the user-specified- look-ahead touches one or more specific ENC features.
The Navigating Officer must not rely solely on automated monitoring alarms being generated by the
ECDIS.
He must undertake careful visual inspection throughout the entire voyage to confirm that the route
and any deviations from it, is clear of dangers, and that the sensors are providing an accurate fix of
the Vessel¶s position with respect to charted features and the view from the bridge at all times.
The OOW must evaluate every alarm on the ECDIS prior to accepting / cancelling it. Every alarm
which is unexpected must be investigated and if there is a doubt then the Master is to be informed
immediately.
Any alarm associated with possible malfunction of the equipment which cannot be resolved must be
brought to the notice of the Company immediately.
Page 31 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The ³Silent Mode´, if available, deactivates the audible alarms from the ECDIS and shall be used
when the ECDIS is not required (i.e when the Vessel is alongside a harbour).
The ³Silent Mode´ must never be used under any other circumstances different from the above,
like to reduce alarm fatigue, and especially during Passage Plan execute and monitoring. It MUST
be deactivated prior to the Vessel¶s departure from the berth.
Determination of the Safety Depth and Safety Contour required to give the necessary Under Keel
Clearance (UKC) is the responsibility of the Master and must be in compliance with the Company¶s
UKC policy set out in Section 3 of this Manual.
CATZOC Depth correction and Height of Tide will not be added in the Safety Depth and Safety
Contour Formula, when the charted depths are more than 50m.
For a detailed explanation on Safety Depth reference must be made to the latest edition of NP231
³Admiralty Guide to the Practical Use of ENCs´.
Page 32 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The Master and the Navigating Officer must ensure that the above more precise Safety Contour will
only be valid for the time period used in the calculation. This must be borne in mind if the Vessel
encounters a delay / advancement when using the Safety Contour.
CATZOC Depth correction and Height of Tide will not be added in the Safety Depth and Safety
Contour Formula, when the charted depths are more than 50m.
If the exact value entered into the ECDIS as Safety Contour is not available in the ENC, the ECDIS
will then display the next deeper contour as the Safety Contour. This must be confirmed by visual
inspection. For a detailed explanation on Safety Contour reference must be made to the latest edition
of NP231 ³Admiralty Guide to the Practical Use of ENCs´.
For ³Navigating across the Safety Contour´, reference must be made to the method detailed
elsewhere in this section.
Page 33 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The value of the Cross Track Distance (XTD) must be assessed by the Navigating Officer for each
leg of the voyage and it must be recorded in the Passage Plan.
The OOW must appreciate that the route check function will only highlight hazards within the
intended footprint of the XTD. Alerts will not be activated for any navigational hazards outside of the
XTD distance lines. The navigation officer with the approval of the Master must set XTD to a
realistic distance for the various legs of the route to take into account the nature of the environment
and expected possible deviations, and collision avoidance. For example, on approaches to port the
XTD may be confined to 185 metres (1 cable) or the width of a buoyed channel, and when in open
sea the XTD must be as wide as possible so that wider navigating area is scanned for navigational
hazards. The parameters set must be approved by the Masters.
5.2.4 Look-Ahead Setting (Guard Zone)
Setting the appropriate length of guard zone is extremely important as it gives the OOW time to
investigate the Look-Ahead alarm so that appropriate action can be taken before the potential hazard
is reached.
The ³Look-Ahead´ range must be used for:
x Approaching boundaries of prohibited areas
x Areas where special conditions apply
x Crossing a Safety Contour
x Proximity to danger
In all cases the Navigating Officer must calculate and insert into the Passage Plan the length of the
guard zone to be used based on the likely maximum speed over the leg.
The setting will differ significantly between pilotage, coastal and deep water navigation and will be
partly dependent on the Vessel¶s dynamics and circumstances.
The ³Look Ahead´ values must be amended to reflect the planned speed of the Vessel on a given leg
and the proximity to the safety contour or other alarm feature.
Authorisation to modify OR turn off the Anti-Grounding Cone / Safety Frame to best support the
execution of navigation must be done with the approval of the Master and recorded in the Deck
Logbook when it occurs.
RECOMMENDED SETTINGS
Confined waters/Pilotage Very short setting of 1 minute to 5 minutes
Coastal Waters/ 5 minutes to 15 minutes
Open sea waters 30 minutes to 1 hour
Some ECDIS have functionality for the operator to define the sector width or angular vectors ahead
of the Vessel that defines the area to be searched for dangers, safety contours and warning areas.
Page 34 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Within a tight channel Narrow safety sector down to 1 x beam or 5-10 degrees.
Mid ocean Wider safety sector 30 degrees or 10 x beam at its farthest limit.
The Shallow and Deep Contours are not ³alarmable´ and as such are for information purposes only.
The shallow and deep contours are utilised when the multi-colour (four color) depth display is
selected.
The area between the 0m contour and the shallow contour is colored dark blue, the area between the
shallow and safety contour is colored light blue, and the area between the safety contour and the deep
contour is colored grey.
This allows the gradient of the seabed to be graphically displayed. All the area between the 0m
contour and the safety contour is also hatched.
The Shallow Contour must be the same as the Vessel¶s static draught.
The Deep Contour must be set to the value of twice the Safety Contour.
Shallow and deep contours are utilised when the multi-colour depth display is selected.
The shallow contour cannot be set less than the Vessel static draught thus in cases the procedure for
crossing the safety contour is implemented two colour depth display must be selected.
Page 35 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
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.
When navigating in coastal waters the two colour presentation must be used.
For a detailed explanation on Isolated Danger Symbol reference must be made to the latest edition of
NP231 ³Admiralty Guide to the Practical Use of ENCs´.
The ECDIS uses the value of the Safety Contour to determine how to display submerged features
such as wrecks, rocks, and other types of obstructions such as wellheads, fish havens etc. which may
pose a danger to navigation.
A prominent symbol, shown below, is displayed where one of the above features is known to have a
depth less than or equal to the Safety Contour value entered by the Navigating Officer, and the
feature is in deeper waters beyond the Safety Contour located in otherwise 'safe waters'.
Page 36 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The Isolated Danger symbol is only applied to wrecks, rocks and obstructions that are submerged. It
is not applied to soundings.
The OOW must be aware that some ECDIS types allow display of the Isolated Danger symbol for
submerged features which reside in the 'unsafe' shallow waters within the displayed safety contour,
and which are known to (or may) have a depth less than or equal to the safety contour value entered
by the user.
This extended use of the new symbol may be the standard method of operation for some ECDIS
types, whilst others offer this as an option which can be switched on or off.
The Master and the OOWs must be aware of how the ship specific ECDIS equipment uses the
Isolated Danger symbol, and how the various ECDIS settings affect this.
Isolated dangers in safe water must be displayed and must be avoided. Where the ECDIS allows,
isolated dangers inside the safety contour, must be selected ON and checked by visual inspection.
The ECDIS ³Pick Report´ function must be used to get additional information on the depth and the
nature of the obstruction.
Page 37 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
All Admiralty T&P NMs that are in force are included in the Overlay.
Each NM is displayed as a simple red polygon (usually rectangular) with re-hatched fill which
indicates the area affected by the NM.
Each NM number that is used in the Admiralty Notices to Mariners Bulletin.
The full text of the NM is included as an associated test file which can be displayed by selecting the
³Temporary Notice to Mariners´ or ³Preliminary Notice to Mariners´ feature in the ECDIS Pick
Report. Any associated diagrams can also be viewed through the Pick report.
Page 38 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
This table list includes the Producer Country, Producer Code and whether the T&P NMs are included
in the ENC or not and whether the ENC producer issues T&P NMs for either paper or digital charts.
There are many hydrographic offices that issue T&Ps as corrections (not displayed as a T&P Notice)
since they state that additional layers are intended for other types of information.
T&P Notices received through weekly Notices to Mariners must be manually inserted as ³manual
updates´ or ³user charts´ on ECDIS when the T&Ps are not included in the layer or as updates.
In order for the manual updates to be shown on all workstation (both ECDIS units) the ECDIS must
be in multi-workstation mode/synchronized (no single).
Whereas when T&Ps are entered on ECDIS as ³user charts´ they are connected with the route.
T&Ps may be viewed in Oceanview program since Jeppesen T&P service (simple layer without
adding official data to the charts but only applying T or P indications-text on top) is compatible with
the Oceanview software.
However this does not relieve the OOWs of the responsibility to manually update the ENCS on
ECDIS.
In view of the above the Navigating Officers must compare the T&P on ECDIS with the weekly NMs
and those on Oceanview or the list provided on a weekly basis by CMap and ensure that every T&P
within a range of 50 Nautical Miles on either side is inserted manually following ECDIS maker¶s
instruction manual as manual updates or user charts.
Cross-checking is applicable for AVCS and C-MAP users.
6.5 NAVTEX
This section must be read in conjunction with guidance on ³Navigational Warnings´ elsewhere
in this Manual.
When the NAVTEX equipment is not interfaced with the ECDIS the relevant NAVTEX warnings
must be plotted manually in ECDIS.
Records to be maintained and updated as warnings are cancelled.
Where NAVTEX has been integrated with ECDIS, on receipt of a NAVTEX message it is
recommended that the OOW conducts the following:
x Initials the paper printout to indicate that the message has been read.
x Plots the NAVTEX information at the coordinates as required and indicates it on the printout.
x Allocate a ³Danger´ attribute if necessary.
x Assess the effect on the route, informing the Master and other OOWs as required.
x Protect the message as required to prevent deletion.
The OOW is to ensure that, where NAVTEX is integrated with the ECDIS, the following have been
configured correctly:
x Station identifiers (relevant to current and future requirements).
x Subject identifiers (relevant to current and future requirements).
x Outdated information is deleted appropriately.
x NAVTEX data is selected for display.
x Area alerts are configured with regard to NAVTEX information.
Page 39 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The RIO function must be used cautiously and the radar must be kept as radar and the ECDIS as the
ECDIS i.e. as an anti-collision and anti-grounding tool respectively.
The overlay must be deactivated as soon as the overlay function is no longer required.
For a detailed explanation on ENC display properties reference must be made to the latest edition of
NP231 ³Admiralty Guide to the Practical Use of ENCs´.
The ECDIS display has multiple colour palettes to enable it to be tailored to differing lighting
conditions.
Page 40 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The ambient lighting on the bridge varies between the extremes of bright sunlight, which washes out
information on the display, and night, when the light emitted by the display has to be low enough that
it does not affect the mariner¶s night vision.
Because the ECDIS display uses emitted light, compared with reflected light for the paper chart,
ECDIS must switch to a negative image of the chart at night, using a dark background in place of the
white background of the paper chart, in order not to impair night vision.
Three (3) predefined different colour schemes are therefore provided:
x Day (white background)
x Dusk (black background)
x Night (black background)
Page 41 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
The ECDIS display is likely to be very cluttered when this mode is used, particularly if there is a lot
of textual descriptions or magenta information symbols on display.
and also to serve as a readily available record in the event of ECDIS failure, loss of data or
inadvertent deletion of data.
In addition, the Navigating Officer must maintain the following records up-to-date:
x Record of system updates installed on all systems.
x Record of manual corrections maintained in SF/MRS/222 ³ECDIS Manual Correction Log´
x Record of chart spot checks on all systems.
x Chart correction Log NP133a for paper charts.
x Receipt and installation of any new Licenses or Permits.
It is the responsibility of the Master to ensure that the records are maintained and updated at all time.
The Record Book is divided in eleven (11) sections as per Version 2.0 as follows:
1. Digital Chart Service Certificate.
2. Schedule A.
3. ENC Status.
4. Temporary and Preliminary Notices to Mariners and ADMIRALTY Information Overlay status.
5. Important Service Notices (the README file).
6. Section VIII of ADMIRALTY Notices to Mariners.
7. Cancelled and Withdrawn ENCs.
8. Guide to ECDIS audits and inspections.
9a) ECDIS Installation.
9b) Maintenance of ECDIS ± Software
10) ECDIS Familiarisation Training
Page 43 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
Navigational data must never be played back on the bridge ECDIS while under way.
The Navigating Officer must back up Log data for archive purposes on a monthly basis.
The Logs are to be copied to CD, clearly labelled sequentially and kept on board until called for. In
the event of a navigational incident, the relevant ³Playback Files´ must be immediately backed up,
extracted and sent to the office.
Page 44 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
x Updates/ENC data are received through email directly by the UKHO and C-Map thus only
attachments included in emails sent by these trusted senders will be loaded in the dedicated
USB sticks/media.
x USB sticks and CDs must be virus checked prior to inserting into ECDIS.
x Access to USB ports on ECDIS is controlled via USB port locks which block and secure
ECDIS from attaching un-authorized USB sticks.
x Prior updating ECDIS/ENCs, it must be verified that the route is backed up on an external
media and saved on both ECDIS. The ECDIS must be updated one by one, not synchronised.
The secondary/backup ECDIS must be updated first and once it is verified that the ECDIS
functions properly, both in navigation and planning mode, then the Bridge Officer may
proceed with the updating of the primary ECDIS as well.
The Master is to ensure that all OOWs are briefed accordingly.
Trusted senders:
[email protected]
[email protected]
[email protected]
[email protected]
9.0 ECDIS operating with Edition 4.0 of the IHO Presentation Library (Annex A to S-52)
An ECDIS type approval certificate showing conformance with tests in edition 4.0 of IEC 61174
demonstrates that the ECDIS does not have any of the identified ENC display anomalies.
For a graphical way to establish the ECDIS is correctly displaying the new symbols introduced in
IHO S-52 Presentation Library edition 4.0 the OOW must check ECDIS Chart 1.
ECDIS chart 1 is a legend of the entire set of symbols that may be used within an ENC, it is installed
on all type approved ECDIS systems.
The document ³Checking the IHO S-52 Presentation Library edition 4.0 in ECDIS´ is uploaded in
relevant job in Danaos.
10.0 Emergencies
Page 45 of 47
Prime Tanker Management Inc. SECTION 05
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision:05
ECDIS PROCEDURES Eff. Date:29/02/2020
If visual contact is lost and / or there has been significant delay in activating the ship's MOB marker,
the OOW must estimate the likely position of the MOB against the primary Vessel track history. The
position of the MOB can then be offset to this new position (system dependent).
Note that the MOB function may not provide a prediction of set and drift and as such tidal
information must be known to the OOW.
x Check that the Primary and Secondary position sources are selected and working correctly.
x Confirm that the heading source is selected and working correctly.
x Confirm that RIO is operating correctly.
x Check current position.
x Verify that own Vessel shape is correct and that the ship is aligned to ship's head.
x Conduct Alarm self test.
11. Record
Passage Appraisal and Planning NAV/SECTION 5/ SF/MRS/205
Electronic Passage Plan Checklist NAV/SECTION 5/ SF/MRS/205A
ENCs ±E-Pubs & Chart Management Tools Info NAV/SECTION 5/ SF/MRS/205B
ECDIS Safety Parameters Calculation Sheet NAV/SECTION 5/SF/MRS/205D
ECDIS Management Card NAV/SECTION 5/ SF/MRS/206
ECDIS Weekly Update NAV/SECTION 5/ SF/MRS/221
ECDIS Manual Correction Log NAV/SECTION 5/ SF/MRS/222
ECDIS Configuration Checklist / Check-off Cards NAV/SECTION 5/ SF/MRS/223
ECDIS Familiarization NAV/SECTION 5 /SF/CRW/505A-2
ECDIS Certificate NAV/SECTION 5/ SF/CRW/505A-3
Page 47 of 47
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Contents
1.0 PURPOSE.....................................................................................................................................4
2.0 MASTER¶S ULTIMATE AUTHORITY DURING ICE NAVIGATION...................................... 4
2.1 Reporting of Ice or Extreme Cold Conditions.................................................................................. 4
3.0 PRECAUTIONS WHEN OPERATING/NAVIGATING IN ICE AND SUB-ZERO
TEMPERATURES................................................................................................................................. 5
3.1 SAFETY MEETING WHEN NAVIGATION IN ICE IS EXPECTED .............................................................. 6
3.2 CHECKS WHEN ICE OR SUB-ZERO TEMPERATURES ARE EXPECTED ................................................... 6
3.2.1 Pipelines.........................................................................................................................................7
3.2.2 Valves............................................................................................................................................ 8
3.2.3 Tanks..............................................................................................................................................8
3.2.3.1 Ballast Tanks in Empty Condition..............................................................................................8
3.2.3.2 Ballast Tanks in Full Condition.................................................................................................. 8
3.2.3.3 Cargo Tanks................................................................................................................................9
3.2.3.4 Other Tanks................................................................................................................................ 9
3.3 LPG VESSEL- SPECIFIC CHECKS ......................................................................................................10
3.3.1 Quick Closing Valves.................................................................................................................. 10
3.3.2 Heaters and Vaporizers................................................................................................................10
3.3.3 Gas Detection System Heaters.....................................................................................................10
3.3.4 Deck Equipment.......................................................................................................................... 10
3.3.5 Compressor Room....................................................................................................................... 10
3.4 Emergency Equipment....................................................................................................................11
3.4.1 General.........................................................................................................................................11
3.4.2 Emergency Generator.................................................................................................................. 11
3.4.3 Emergency Batteries.................................................................................................................... 11
3.4.4 CO2 Rooms................................................................................................................................. 11
3.4.5 Fixed Powder Stations................................................................................................................. 12
3.4.6 Muster and Embarkation Stations................................................................................................12
3.5 PREPARATION FOR ICE CONDITIONS ................................................................................................ 12
3.5.1 General.........................................................................................................................................12
3.5.2 Emergency Fire Pump................................................................................................................. 12
3.5.3 Lifeboats and Rescue Boats.........................................................................................................13
3.5.4 Liferafts........................................................................................................................................13
3.5.5 Stowage........................................................................................................................................13
3.5.6 Propulsion.................................................................................................................................... 13
3.5.7 Free-Fall Lifeboat Davits.............................................................................................................13
3.6 MACHINERY SPACES ....................................................................................................................... 14
3.6.1 Engine Room............................................................................................................................... 14
3.6.2 Bow Thruster Room.................................................................................................................... 14
3.6.3 Hydraulic Pump Room................................................................................................................ 14
3.6.4 Sea Chests................................................................................................................................... 15
3.6.4.1 Precautions................................................................................................................................15
3.6.4.2 Normal Operation..................................................................................................................... 15
3.6.4.3 Cleaning Procedure...................................................................................................................15
3.6.5 Bilges........................................................................................................................................... 16
3.7 Mooring Lines and Mooring Systems............................................................................................ 16
Page 1 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Page 3 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
1.0 PURPOSE
Ice navigation calls for special knowledge and precautions even on ice-strengthened Vessels. Ice
damage to Vessels can lead to oil spills, human injuries, property and cargo damage.
The scope of this section is to ensure safe Vessel operations in cold climates and ice covered waters;
and to provide adequate information to the crew regarding working in cold climates.
This procedure provides guidance on Ice Navigation.
Page 4 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
x Advise the Ballast Condition of the Vessel and any intentions regarding Ballasting.
x Verify with the Company that the Vessel is covered by Insurance for the intended voyage.
It is the responsibility of the Master to verify that the following information is readily available for
use, prior to operation in ice:
x Risk management and risk mitigation measures when preparing for and operating in ice
x Principal particulars of the Vessel
x Operating limitations of the Vessel, if applicable, based on the ice classification
x Loading procedures and limitations including any applicable restrictions on carrying
pollutants in tanks and compartments against the hull
x Maximum load condition and distribution and stability criteria.
Page 5 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
The Master and Officers of the Watch (OOWs) must appreciate that the air temperature alone is not
an indication for icing. The effects of the wind must also be taken into consideration.
In addition to the Safety Meeting, training specifically addressing Navigation in Ice must be
conducted prior to entering in navigation ice area.
This Training may include:
x familiarization with the existing procedures,
x training on the basis of related publication,
x Computer Based Training etc.
First Aid Carers onboard must review the ³International Medical Guide for Ships´ in order to become
familiarized with the actions required for Hypothermia and frost bites.
Page 6 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
All actions and movements taken, as well as any deficiencies found during the above checks, must be
logged in the Bridge Log Book.
In case the deficiencies cannot be rectified by ship¶s crew and need outside assistance, a Defect
Report must be issued and sent to the Office.
Details when navigating in ice will be fully recorded in the Deck Log/Bridge Movement Book.
3.2.1 Pipelines
Particular care must be taken to avoid damages to the pipelines and associated danger to personnel,
caused by the presence of freezing water on the deck, in pipe tunnels and void space pipelines and
fittings.
The Water Systems must be kept circulating if they cannot be stopped and drained.
All unused piping must be blown dry after draining. The steam hoses and hot water hoses must be
ready for de-icing operations.
x All cargo pipelines must be empty and dry.
o The best method to dry the cargo pipelines is to steam them externally and then blow
them with inert gas before Vessel reaches freezing areas.
x All other Deck lines must be drained immediately- if not in use- or after any use.
Deck Lines include, but are not limited to:
o Main Steam pipelines
o Steam Condensate Return pipelines
o Water Wash for Bridge windows.
o Compressed Air lines
o Deck fresh water lines
It must be checked with Terminal to ensure that eyewash facilities and emergency showers
can be turned off and drained and make a contingency plan for this situation, unless steam
heating fittings (steam tracing or similar) are installed maintaining the eyewash and
emergency showers¶ water temperature to the recommended level.
Deck Inert Gas Lines
Steam must be provided on the deck water seal for the IG plant, and it must be
checked at regular intervals.
The P/V breaker liquid must contain antifreeze agents.
Crude Oil Wash (COW) Lines
If the Vessel is discharging DPP in a low temperature and a stoppage is required,
all lines, including COW lines must be drained to a tank with sufficient ullage.
Failure to comply with this requirement may lead to solidification of the oil in the
lines on the discharge side of the pumps.
o Ballast piping
o The Fire and Foam line must be empty and dry.
o In circumstances where the Fire and Foam lines are required to be pressurised, it must be
ensured that there is a sufficient flow of water to prevent freezing by bleeding water off,
through suitable connections (hawse pipe washing connection and end hydrants).
Page 7 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
o Fire hydrants on fire lines must be kept crack-open. There is a risk that they will freeze if they
are completely closed. In such a case, it will be impossible to use the fire hoses in case of fire.
3.2.2 Valves
x Cargo valves must be crack-open, from time to time, to avoid freezing and damages, whilst
avoiding simultaneously opening valves which could leak to different cargo grades
contamination.
x Pressure Vacuum High Velocity Relief Valves must be frequently checked during cold
weather conditions, in order to ensure that frozen condensate is not affecting the correct
functioning of the valves.
If necessary, water and steam must be used.
When installed, steam tracing system for maintaining PV valves in warm condition to be
utilized.
x Manifold valve filters must be free of ice before connection of the shore arms/hoses.
3.2.3 Tanks
All tanks must be regularly checked to ensure that the pressure is within acceptable limits.
This allows room for expansion in the event of freezing within the Ballast Tanks.
Page 8 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
In the absence of adequate space for expansion, even a thin layer of ice forming on the inside of the
shell plating may cause structural damage, since the water is not compressible.
Of course, a prudent Master will not wish to transit the North Atlantic in winter with slack tanks, due
to free surface and loss of stability.
Therefore, the tank capacity must be reduced to 85 % just before freezing temperatures are
encountered.
x Topside tanks may freeze because extremely cold air temperatures against the hull, coupled
with high winds, cause the ballast water temperature to drop quickly. Double bottom tanks,
almost never freeze because of the surrounding sea water.
Consequently, temperature loss occurs at a much smaller rate.
x Ballast Exchange in the Gulf Stream
Exchanging ballast is a requirement; if at all possible, ballasting must be carried out in the
Gulf Stream, so that the Vessel has the benefit that it less likely to freeze. The exact position
of the Stream varies continuously, but can be ascertained by monitoring the engine cooling
water intake temperature.
x Inspection of Cooling Water Recirculation arrangements
Ice may cause loss of sea suction, by filling the sea-bays and plugging the sea strainers. A
common practice is to inspect the ballast water arrangements before entering the ice zone, in
order to determine the method of re-circulating the engine cooling sea water internally (i.e
drawing from a ballast tank and returning to that tank).
By this method, the Vessel may steam for an extended period of time, before the ballast water
temperatures are no longer effective in cooling the engine.
Spare water in the aft peak must be kept, in case it is needed for internal circulation (if it is
designed so).
x Inspection of the fixed system installed on the Vessel for freezing prevention of sea chests.
Some Vessels are equipped with compressed air piping installed for this purpose while other
have steam injection. Confirm that the system is in good condition and put it in operation
prior arrival in the ice area.
Page 9 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
The gas detection sampling points must be clear from ice and snow to ensure good operation.
Therefore, the sampling points must be checked regularly and cleaned if necessary.
x Diesel engine must be provided with winter grade fuel and winter grade lubrication oil;
x Add anti-IUHH]H & WRWKHGLHVHOHQJLQHFRROLQJZDWHUV\VWHP
x Compartment vent closed; and
x Keep fuel oil filters water free.
7KHWHPSHUDWXUHDWZKLFKWKHEDWWHU\IOXLGVZLOOIUHH]HLVDERXW&.
According to the Fire Safety Systems code (FSS), 85% of the total amount of carbon dioxide
must be released in the space within two (2) minutes.
Page 11 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
With a low bottle pressure, this will take more time than two (2) minutes, and dangerous situations
may arise.
Therefore the heating in the CO2 room must be switched- on to keep the room temperature above
&
3.5.1 General
x The lifesaving appliances, which include the survival craft; the rescue boat; launching
appliances and personal life saving appliances, shall be checked weekly to ensure that they
are ready for use;
x All engines in lifeboats and rescue boats shall be tested weekly, also in cold climates;
x Ice and snow shall be removed as soon as possible.
x All Air intakes and fire flaps shall be checked weekly, depending in the ice conditions
(especially when sea spray ice occurs). In order to prepare for the winter all hinges, moving
parts and rubbers shall be protected against ice.
Page 12 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
3.5.4 Liferafts
The life rafts must be ready for immediate use.
The life rafts are inflated by CO2, of which the same accounts as for the fixed CO2 fire extinguishing
system. The raft inflating will take more time than during summer.
3.5.5 Stowage
According to SOLAS, the lifeboat and rescue boat must be in a state of continuous readiness of
operation and launching.
This means that the lifeboat and the rescue boat cannot be obstructed by ice accreditation or frost. If
so, it shall be removed immediately.
3.5.6 Propulsion
According to the LSA, the engine of the lifeboat and the rescue boat must be started within two
minutes of commencing the start procedure.
This means that in winter conditions, the propulsion engine (inboard or outboard) is to be provided
with appropriate winter grade fuel and lubrication oil.
The cooling water, if applicable, must be mixed with antifreeze, and must sustain temperatures of at
OHDVW&WRDYRLGGDPDJH
When refuelling the appropriate diesel fuel, keep a sufficient ullage in the tank to allow the diesel
fuel to expand.
If the fuel oil tank was filled to its maximum in cold temperatures, it may overflow in warmer
temperatures.
Page 13 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Page 14 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
x A light quantity of 70% isopropyl alcohol will remove moisture in hydraulic oil and ease
control mechanisms.
x Hydraulic systems for valves remote operation and for moving the Hose Handling Crane or
winches must be kept running
3.6.5 Bilges
Water in bilges may freeze, and obstruct the bilge alarms. Therefore, add some salt or antifreeze to
the bilge wells and check regularly if there are still in good working order.
x The Mooring winches must be tested and run at least ten (10) hours prior to arrival at
port to ensure that they are in good operational order and
x a final test must be made at least three (3) hours prior to arrival at port.
3.8 ANCHORS
x The anchors must not be heaved ³all ±the-way-up´ and must not be fully secured in the
hawse-pipe.
x Especially in conditions where the Vessel is generating freezing spray, the anchors may
freeze in the hawse-pipe and fail to be released.
For this reason, the anchors must be a little lower than the securing position.
The extent of the slack chain of the anchor, usually must not be more than 30 cm (1 foot),
bearing in mind that too loose anchors can cause damage, particularly on Vessels with low
freeboard.
x When the services of an ice-breaker are requested, particular attention must be paid to avoid
the anchors coming in contact with the ice-breakers towing notch.
x Before arriving at the Pilot Station, both anchors must be de-iced and moved up and down ³in
gear´ to make sure that they are free of ice.
x The anchor wheels must be covered with tarpaulins to prevent them from icing.
Page 16 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
3.9.1 Motors
Electric Motors on the deck to be kept running, if possible.
Space heaters on all idle motors must be in operational condition.
Page 17 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
3.10 ACCOMMODATION
3.10.1 General
The primary heating system shall be on when entering a cold climate area.
This shall be backed up by the individual cabin heaters (where fitted).
This helps to insulate the accommodation spaces from the cold and prevents freshwater pipes from
freezing.
It is advisable to cover the portholes and window cavities with polyethylene or Perspex, to provide an
air buffer insulation (where not double glazed or heated).
This is a good contribution towards reducing ice formation on interior surfaces.
Ensure that all double doors to accommodation, doors to stores, passageways, and holds are kept shut
at all times. Keep the accommodation spaces in a state of light pressurisation. The air can be
recirculated, taking care of all of the above.
All steps, decks, walkways and passages into and around the accommodation shall be kept clear of
accumulated snow and ice by regular shovelling and salting.
Coarse salt shall be liberally dispensed on deck walkways, gangways and ladder steps to prevent
slipping accidents.
A sufficient stock of de-icing salt shall be kept on board and readily available for this purpose.
Page 18 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
For de-icing, the deck Foam Applicators and the Fire Hoses may be used to apply a large amount of
water , in order to remove the ice, provided that the water temperature is more than 10 0C & the air
temperature is above -5 0C.
The above method is the best method for removing the ice, because the water will not damage the
equipment.
If the equipment are still frozen and not operable, even after the ice is removed, then steam must be
applied.
After de-icing is completed, all the fire and butter-worth valves and drains on the main deck must be
drained and left in open position.
Page 19 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Also refer to the Risk Assessment D-13 ³Working on Deck in Heavy Weather´
3.14 MOORING
Coming alongside in an ice-covered harbour can be a difficult and long operation.
The Vessel shall approach the berth as close to the jetty as possible in order to minimize the amount
of ice between the Vessel and jetty.
Another way to make mooring more easily is to ask the tugboats, if available, to break and remove
the ice among the berth.
Page 21 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
3.16.4 Hypothermia
3.16.4.1 General
Under normal circumstances when wearing adequate protective clothing hypothermia is unlikely to
occur to a healthy individual.
However, in extreme conditions when exhaustion occurs, or when the isolative properties of clothing
are impaired though tearing or wetting from sweat of water, or when the body is immobilised because
of injury, hypothermia is quite likely to occur.
The loss of body heat is the cause of hypothermia. The rate of body heat loss depends on:
x Water and air temperature;
x Wind speed;
x Sea conditions;
x Length of time spent outside;
x Protective clothing worn;
x Body type of the person in case;
x Mental and health status of the person in case;
x Level of alcohol and certain drugs in the person in case; and
x Manner in which the person conducts himself.
3.16.4.2 Characteristics
Feeling cold over a prolonged period of time can cause a drop in body temperature (below the normal
&
Shivering, confusion and loss of muscular control can occur; and can progress to a life-threatening
condition where shivering stops, the person loses consciousness, and cardiac arrest may occur.
3.16.4.3 Prevention
x Dress in layer of warm clothing, with an outer layer that is wind resistant;
x Cover exposed skin: Wear a hat, mittens and a scarf, neck tube or face mask; and
x Keep active.
3.16.4.4 Treatment
x Get medical attention immediately;
x Lay the person down and avoid rough handling, particularly if the person is unconscious;
x Get the person indoors;
x Gently remove wet clothing; and
x Warm the person gradually, using any available source of heat.
Page 22 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Page 23 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
3.16.5.4 Frostbite
A. General
Frostbite is the term given to the condition when tissue fluids freeze in localized areas of the body.
The hands face and feet are particularly exposed.
B. Cause
Frostbite is caused by exposure of bare skin to sub-zero temperatures, especially when combined
with air movement (wind chill).
Lookouts in life-rafts or survivors in open boats are particularly prone to this injury, just as
crewmember removing ice accretion.
Accordingly, consideration shall be given to the length of watch periods and watch keepers must be
supplied with any spare clothing.
Factors that contribute to frostbite include extreme cold, wet clothes, wind chill, and poor blood
circulation.
This can be caused by tight clothing or boots, cramped positions, fatigue, certain
medications, smoking, alcohol use, or diseases that affect the blood Vessels, such as diabetes.
The extent of permanent injury, however, is determined not by how cold the skin and the underlying
tissues become but by how long they remain frozen.
C. Occurrence
Frostbite or cold burns are classified by degree of injury (first, second, third, or fourth), or simply
divided into two types, superficial (corresponding to first- or second-degree injury) and deep
(corresponding to third- or fourth-degree injury). Most frostbite injuries affect the feet or hands.
The remaining 10% of cases typically involve the ears, nose, cheeks, or penis.
x First Degree Burns
Once frostbite sets in, the affected part begins to feel cold and, usually, numb; this is followed
by a feeling of clumsiness. The skin turns white or yellowish.
Many patients experience severe pain in the affected part during rewarming treatment and an
intense throbbing pain that arises two or three days later and can last days or weeks.
As the skin begins to thaw during treatment, oedema (excess tissue fluid) often accumulates
and causes a swelling.
x Second Degree Burns
In second- and higher-degree frostbite, blisters appear.
x Third Degree Burns
Third-degree burns produce deep, blood-filled blisters and, during the second week, a hard
black eschar (scab).
x Fourth Degree Burns
Fourth-degree frostbite penetrates below the skin to the muscles, tendons, nerves, and bones.
In severe cases of frostbite, the dead tissue can mummify and drop off. Infection is also a
possibility.
Page 24 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
D. Signs
The signs of frostbite are:
x Extreme waxy pallor of the skin.
x Initial local tingling and stiffness when it is difficult to wrinkle the face or wriggle affected
toes or fingers.
x Complete absence of sensation in the area affected.
x Local hardness due to freezing of the flesh.
E. Treatment
Frostbite can be serious, and can result in amputation. Get medical help;
x Do not rub or massage the area;
x Do not warm the area until you can ensure it will stay warm; and
x Warm the area gradually -- use body heat, or warm water (40 to 42oC), avoid direct heat
which can burn the skin.
For more information about the treatment of frostbite, reference is made to the µInternational Medical
Guide for Vessels¶.
F. Prevention
If bare skin has to be exposed to the elements, the periods of exposure must be kept to a minimum
and freezing winds particularly avoided. Moderate exercise and massage at an early stage will help
to prevent the onset of cold injury. Do not smoke; smoking reduces the blood supply to the hands and
feet.
Page 25 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
3.17 FATIGUE
Special attention must be paid to Crew fatigue and rest / watch hours due to operational extremities
(navigation, cargo / ballast operations), exposure to very low temperatures and excessive noise in the
quarters due to the interaction of the hull / ice, resulting in loss or improper sleep.
The Master has to ensure that crew is having sufficient rest, taking in account the recommendations
of the below table:
Table of Suggested Maximal Allowable Work Times
Equivalent
Consequence - Action
Temperature
No outdoor work performed unless deemed critical from a safety or
Below ±&
operational perspective
Below ±& Available outdoor working time is below 50% of working hour.
Below ±& Available outdoor working time is below 75% of working hour.
Below ±& Available outdoor working time is below 90% of working hour.
Above ±& Normally 100 % available working time
Water is a poor insulator so the amount of thermal protection required increases when clothes
become wet.
There is a balance to be achieved between minimizing the amount of water entering the material from
the outside and maximizing the removal of internally produced moisture (sweat) from the clothing to
keep the insulation value high.
Keep the moisture content of clothing to a minimum.
Water within the material can decrease the thermal insulation of clothing by as much as 30-50% and
reduce the personal comfort of the wearer.
The body experiences better thermal insulation when wearing several layers of thinner clothing rather
than one thick layer.
Page 26 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
This is due to the insulating effect of air between the layers, the ability to fine tune the ventilation
necessary to the amount of physical activity being carried out and the flexibility to allow different
materials to be used in each layer.
Gloves must also be layered, with mitts being the warmest but having the disadvantage of reducing
manual dexterity.
Each layer performs a specific task:
x Inner layer (like polyester) must be able to 'wick' moisture away from the surface of the skin.
The comfort level is greatly increased when skin is dry.
x Middle layer(s) are for insulation and can be fleece, pile, wool or thicker polyester.
x Outer layer provide protection against water and/or wind. Various materials can be used, i.e.
Gore-Tex, 60/40 cloth, Cordura, Wind-stopper (PTFE laminate), nylon etc.
x There must be several thinner insulation layers, not just one thick one.
x In the cold, it is better to work with a cool skin surface. Cooler skin means less sweat
production and minimizes moisture accumulation in clothing.
Defective equipment must be replaced timely, before the Vessel is employed for ice navigation / low
temperature operations.
Dirty and oily clothing loses much of its insulation value. Wearing of dirty/oily clothing must be
avoided.
Do not keep cold weather clothing stored or compressed in a bag for long periods of time.
Fluff waterfowl down garments when removing them from the bag following initial boarding of
Vessel.
Keep garments dry; brush off snow and frost before entering warm buildings or vehicles. Follow
manufacturer¶s guidelines for cleaning clothing. Failure to do so may reduce the protective capacity
of the clothing.
Do not leave rips or tears unattended. Temporary repairs can be made with electrical or duct tape.
Page 27 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Detailed guidance on ice and navigation in ice is given in NP100 ³Mariner¶s Handbook´.
The passage planning guidance given elsewhere in this manual must consider the following:
x The Passage Plan must contain details of the ship¶s navigation when in ice.
x The Vessel¶s actual route must be frequently checked against the Passage Plan and
adjustments must be made as required.
x The draught and trim of the ship, together with the immersion of the propeller and rudder,
must be taken into consideration before entering any ice.
x The guide ³ USCG Winter Rules´, recommends that :
x The Vessel must maintain a minimum draft forward of ten (10) feet.
x The top of the propeller to be minimum eight (8) feet underwater.
x The Ballast condition must maximize the propeller immersion. The sea suction and the
propeller must be kept below the ice surface, at all times.
The Vessel must have less than three (3) feet of trim to avoid the ice from sliding under the Vessel
and from reaching the sea suctions.
x The drifting effect of ice, when passing through narrow channels must be considered,
especially when combined with the effect of wind and currents.
x The extent of the reported ice must be plotted on the chart and careful note must be made of
the wind force and direction and any subsequent changes.
Page 28 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Page 29 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
x In cases where the ship is non-ice strengthened and has not been classed for ice navigation by
the Classification Society, the ship must not be forced in conditions other than new ice 0-10
cm.
x Extreme caution must be exercised when using navigation buoys in areas where there may be
floating ice.
x Master¶s must be aware that the Magnetic Compass is of little value near the poles.
x The Gyro Compass must be frequently checked by azimuth bearings.
x If the Vessel becomes ice-bound or when underway but restricted in heavy ice, then any main
engine operations must be minimal, especially astern movements. If possible, minimum
power must be used to maintain headway and steerage way.
x Special care must be taken to have the sea suction and the propeller submerged at all times
into the water.
x The propeller must be rotating during entering ice as this decreases the risk of damaging
propeller blades.
x Constant water tightness of the hull must be checked.
x Hard over rudder must be used only in an Emergency. If the Vessel is forced to stop, then the
rudder must be put amid ship and the Engine must be kept turning slowly ahead.
x The change of rudder angle must not be large, only small angles are allowed, in order to
decrease the risk of rudder damage
x In case of stern movement, the rudder must always be in mid ship position
x If the rudder goes to port/starboard uncontrollably on its own, the engine must immediately be
run ahead to wash ice away from rudder.
x The thickness of ice must be estimated calculated to make sure that slight pounding after
exiting a river will not create problems.
x All crew must be aware of the risks from the ice falling down from cranes, masts, wires etc.
x Nobody must go out on the bridge wings without wearing a safety helmet
x Compliance with GMDSS requirements must be followed when passing Arctic cycle.
x The engine room must not be left unattended in restricted or ice-covered waters.
x The propeller and rudder must be maintained below the ice level at all times.
If necessary, additional ballast must be taken.
x (Ice belt maximum and minimum draft must be taken into account)
The Vessel must be upright, without any list.
x Vessel shall enter the ice with slow speed or with a stopped engine and at right angles to the
ice edge.
x When the bow touches the ice, the Vessel can gradually increase speed.
x When in the ice, keep main engine power under the astern MCR percentage.
x Ice is an obstacle and excessive speed can lead to damage of the Vessel.
x The force of impact depends upon the Vessel¶s displacement and speed.
x The engine must be ready to go full astern and stop the Vessel at any time.
x The engine may be required to give full power immediately in order to keep the Vessel
moving.
x In order to avoid damage a Vessel must not proceed close to ice floes. There could be
underwater rams.
x Narrow passages between the ice floes must be passed by direct course and a Vessel can
change her course just after Vessel¶s aft passes of narrow places.
Page 30 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
If an ice lead requires a turn, the Vessel¶s bow must be kept close to the inner side of the ice
lead.
x The Master/Chief Officer must avoid any strokes against the ice by the Vessel¶s stern.
x The Vessel¶s rudder must be used if a Vessel is proceeding ahead.
x The use of the rudder in hard-over position can reduce the Vessel¶s speed and as a result a
Vessel can be stopped.
The Vessel must not force ice between junctions of the ice fields. The Vessel could get
nipped.
x The Master/Chief Officer has to check the ice drift ahead of the Vessel, it must be
remembered some ice floes could be connected under the water.
x If a Vessel is proceeding from one patch of ice-free water into another one and is forced to
force ice, the Master/Chief Officer must try to find an easy way even if the route would be
longer.
x The Master/Chief Officer must be careful when the Vessel is proceeding by patches of ice-
free waters. The speed will rise because off less ice resistance.
x Since the course of the Vessel changes constantly, the frequency of observations must be
increased even if the Vessel proceeds under icebreaker assistance.
x Never force the ice.
x If in doubt, never proceed through the ice.
4.3.1 Speed
A safe speed will be a speed at which the Vessel will not be damaged, taking into account the ice
thickness, hardness and concentration, and the Vessels strength and the location of the ice belt.
Page 31 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Backing in ice must only be attempted when absolutely necessary, and in any case, the Vessel must
never ram astern.
When proceeding in ice covered waters the propeller and the rudder shall be below the waterline if
possible.
The Vessel shall move at dead slow astern speed, and the rudder shall be amidships.
In the amidships position the rudder is protected by an ice horn or ice claw.
If ice starts to build up under the stern, a small burst of power ahead shall be used to clear away the
ice.
Using this technique of backing up to the ice can be very effective, by a careful watch shall be kept
on the distance between the stern and the ice edge.
If a good view on the stem is not possible from the bridge, a lookout with a radio shall be posted on
the stern.
Page 32 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Page 33 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
4.5 TUGS
If ice conditions are considered dangerous, the Master must consider having a standby tug or ice-
breaker at all times, even after berthing and while carrying out cargo operations. When the Vessel is
escorted by an ice-breaker, a radio contact must be established with Master of the ice-breaker with
regards to the course and speed.
If the Vessel is navigating in a channel made by an ice-breaker, the advice and commands of the Pilot
and/or Ice-breaker Master must be strictly followed.
During winter and when the sea has a thickness of more than 30 cm, tug boat service is usually not
available.
The Vessel¶s Operator must be notified in advance.
It is the recommended practice that the connection between Vessels must incorporate a weak link,
usually a lighter pendant, which will fail before the tow-line or bridle.
In difficult ice conditions the towline must be kept as short as possible to avoid having the towing-
wire pass under the ice floes, due to the weight of the wire and the catenary formed by a longer line.
In freeing a beset tow, the towing Vessel can shorten the tow-line to provide some propeller wash to
lubricate the tow, but care must be exercised to avoid damaging the tow with heavy ice wash.
Towing in ice is a special application not to be undertaken without the benefit of training and
experience.
Page 35 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
The following must be taken into consideration during icebreaker escort procedures and agreed in
advance with the icebreaker:
x Track width
x Icebreaker beam
x Minimum escort distance
x Maximum escort distance
x Maintaining the escort distance
x Ice concentration
x Ice pressure
x Effect of escort on width of track
x Speed
x Escorted ship beset
When a ship under escort has stopped for any reason, the icebreaker must be notified immediately. If
the ship is beset, the engines must be kept slow ahead to keep the ice away from the propellers. The
engines must be stopped only when requested by the icebreaker.
x Freeing a beset Vessel
x Systems of escort
x Red warning lights and air horn
x Icebreaker stopped
x Icebreaker stopping without warning
x Towing in ice
x Anchoring in ice
4.7.4 Convoys
Convoys of ships may be formed by the Commanding Officer of the icebreaker.
The Commanding Officer of the Icebreaker will determine the order of station within the convoy, to
be arranged to expedite the movement of the convoy through the ice (not necessarily on "first come-
first served" basis).
The ships in the convoy are responsible for arranging and maintaining a suitable and safe distance
between the Vessels.
The Icebreaker will designate the required distance to be maintained between itself and the lead ship
of the convoy.
Page 36 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Page 37 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Freezing spray is expected when the wind is from NE, NW, WNW, W and with wind speed above 15
knots. Effects of freezing spray are diminishing when wind is more than 45 degrees from the bow.
In case of severe freezing spray- temperature less than minus 15 degrees and wind with above 35
knots- the Vessel- when in proximity safe anchorage- must consider to anchor and wait for the storm
to pass.
At night, the foremast deck lights can be used to monitor the rate at which the Vessel is shipping
spray onto its foredeck and forward tank hatches.
Freezing spray is extremely costly to remove by shore gang and can cause long delays while the ship
is de-iced.
Additionally, if the Vessel cannot free its anchors, it may be denied clearance to enter port.
The consequences of freezing spray are clearly shown in the photos below:
If any Defects are identified, a relevant Defect Report must be issued and sent to the Company.
Page 38 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Page 39 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
It must be ensured that the Vessel¶s NAVTEX has the Ice Report Receiving function activated. It is
the responsible of the OOW to ensure regular receipt of updated ice information.
All information from the Ice Reporting Services (i.e. Ice Charts, Ice data and Routeing Charts,
Satellite images, Agents, Meteorological and Environmental data), Pilot Books, Guides to Port Entry
and Mariners Hand Book, as well as any other relevant information from Owners and Charters, must
be gathered and reviewed in order to make a proper evaluation of the situation and to adjust the
Passage Plan accordingly.
5.1 GENERAL
The Ice Patrol contributes to the safety of life at sea, safety and efficiency of navigation and
protection of the Marine Environment in the North Atlantic.
Ships transiting the region of Icebergs guarded by the Ice Patrol during the ice season are required to
make use to the services provided by the Ice Patrol.
The contracting Governments undertake to keep an Ice Patrol Service for the study and observation
of ice conditions in the North Atlantic.
The Ice Season is the period between February 5th through July 1st of each year.
The Region of icebergs guarded by the Ice Patrol Service is the South-Eastern, Southern and South-
western limits of the region of icebergs in the vicinity of the Grand Banks of Newfoundland.
Throughout the ice, the Region of Icebergs are guarded for the purpose of informing the passing
ships of the extent of this dangerous region for:
x The study of ice conditions in general
x For providing assistance to ships and crew requiring aid within the limits of operation of the
Ice Patrol ships and Aircraft
During the rest of the year, the study and observation if ice conditions shall be maintained as
advisable.
Page 40 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
Ships and aircraft used for the Ice Patrol Service and the study and observation of ice conditions may
be assigned other duties provided that such other duties do not interfere with the primary purpose or
increase the cost of this service.
5.2 ROUTES PASSING THROUGH REGIONS OF ICEBERGS GUARDED BY THEICE PATROL SERVICE
x Routes passing between Atlantic Coast Ports of Canada ( including inland ports approached
from the North Atlantic through the Gut of Canso and Cabot Straits ) and ports of Europe,
Asia or Africa approached from the North Atlantic through or north of the Straits of Gibraltar
(except routes which pass south of the extreme limits of ice of all types).
x Routes via Cape Race, Newfoundland between Atlantic Coast ports of Canada
(including inland ports approached from the North Atlantic through the Gut of Canso and
Cabot Straits ) west of Cape Race , Newfound land and Atlantic Coast ports of Canada north
of Cape Race, Newfoundland.
x Routes between Atlantic and Gulf Coasts port of the United States of America inland ports
approached from the North Atlantic through the Gut of Canso and Cabot straits and ports of
Europe, Asia or Africa approached from the North Atlantic through or north of the Straits of
Gibraltar ( except routes which pass south of the extreme limits of ice of all types).
x Routes via Cape Race, Newfoundland between Atlantic and Gulf Coast ports of the United
States of America (including inland ports approached from the North Atlantic through the Gut
of Canso and Cabot Straits) and Atlantic Coast Ports of Canada north of Cape Race,
Newfoundland.
x Extreme limits of ice of all types in the North Atlantic Ocean are defined by a line connecting
the following points :
Page 41 of 42
Prime Tanker Management Inc. SECTION 06
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
NAVIGATION IN ICE Eff. Date: 29/02/2020
5.3 GUIDANCE FOR MASTER ¶S STANDING ORDERS WHEN APPROACHING OR INSIDE ICE LIMITS
x The Watch Officer is expected to call the Master if there is a sighting of any dangerous ice or
in the event of any relevant emergency situation.
x Inside known ice limits, the ship's engines will be in stand-by mode and the ship must
proceed at a moderate speed, taking account of the prevailing conditions.
x A continuous lookout must be maintained throughout the watch period by both the primary
and secondary lookouts, by both visual and radar methods. The Watch Officer will consider
himself as the prime lookout throughout the watch period.
x The Watch Officer will have full control of the navigation and maneuvering of the ship in the
absence of the Master and must not hesitate to alter the ship's course or speed to avoid any
apparent danger.
x The ship's position to be monitored regularly in coastal waters or inside known ice limits.
Position to be corroborated by using the echo sounder when possible.
x Weather conditions to be monitored throughout the watch period and, in the event of any
adverse change that could affect the ship's performance, the Master must be informed
immediately.
x The ship must be maintained on manual steering while inside known ice limits.
x Significant radar targets are to be systematically plotted.
x In the event of restricted visibility, the Master must be informed immediately and the
Prevention of Collision Regulations adhered to.
x On sighting any ice, its position and full description must be noted and the Master informed.
A full account of all ice sightings must be noted on the navigational chart and recorded in the
Bridge logbook.
x The Watch Officer must maintain a continuous listening VHF radio watch throughout the
period of duty and take specific note of all ice and associated weather reports. The Master
must be informed of any adverse elements.
x The Watch Officer must consider himself as the Master's representative while holding the
duty watch and must not hesitate to call the Master in the event of any hazard or concern that
may stand the ship into danger.
x Ice accretion must be continuously watched for especially at night, using searchlights where
necessary, and the Master informed of any build-up.
x No crewmember must go onto the open deck area without the authorization of the Watch
Officer.
6. RECORD
Navigation in Ice Checklist NAV/SECTION 6/ SF/MRS/217
Master¶s Overall Monitoring Checklist for
Navigation in Ice NAV/SECTION 6/ SF/MRS/217A
Page 42 of 42
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
Contents
1.0 Purpose......................................................................................................................................... 3
2.0 General..............................................................................................................................................3
2.1 Radar & ARPA................................................................................................................................. 4
2.1.1 Good Radar Practice...................................................................................................................... 4
2.1.2 Radar and Collision Avoidance..................................................................................................... 5
2.1.3 Parallel Indexing (PI).....................................................................................................................5
2.1.4 Electronic Mapping....................................................................................................................... 5
2.2 Automatic Radar Plotting Aid (ARPA)............................................................................................ 6
2.2.1 ARPA Speed Input........................................................................................................................ 6
3.0 Compass System............................................................................................................................... 6
3.1 Magnetic Compass............................................................................................................................6
3.1.1 Magnetic Compass and Auto-Pilot................................................................................................ 7
3.1.2 Transmitting Magnetic Compass (TMC).......................................................................................7
3.2 Gyro Compass.................................................................................................................................. 8
3.3 Compass Errors.................................................................................................................................8
3.4 Course recorder................................................................................................................................8
4.0 Rate of Turn Indicator (ROT)...........................................................................................................9
5.0 Speed and Distance Measuring Log................................................................................................. 9
5.1 Direction of Speed Measurement..................................................................................................... 9
5.2 Recording of Distance Travelled...................................................................................................... 9
6.0 Echo Sounders.................................................................................................................................. 9
7.0 Global Navigation Satellite System (GNSS).................................................................................. 10
7.1 GNSS Guidance..............................................................................................................................10
8.0 Automatic Identification System (AIS).......................................................................................... 11
8.1 Master¶s Discretion to Use the AIS................................................................................................ 11
8.2 AIS Policy in the ³High Risk´ Area............................................................................................... 11
8.3 Inherent Limitations of AIS............................................................................................................11
8.4 Use of AIS/ VHF in Collision Avoidance Situations..................................................................... 12
8.5 Annual Testing of the AIS.............................................................................................................. 12
9.0 Radio-Communications - GMDSS Equipment.............................................................................. 12
9.1 Essential Tests................................................................................................................................ 12
10.0 Ship Security Alert System (SSAS)............................................................................................. 14
10.1 Long Range Identification and Tracking (LRIT)......................................................................... 14
11.0 Voyage Data Recorder (VDR)......................................................................................................14
11.1 Preserving VDR after an Incident.................................................................................................15
11.2 Access to VDR Information......................................................................................................... 15
11.3 VDR Poster................................................................................................................................... 15
11.4 VDR Training............................................................................................................................... 15
12.0 Bridge Navigational Watch Alarm System (BNWAS)................................................................ 16
13.0 Navigational Lights and Signalling Equipment............................................................................17
13.1Navigational lights.........................................................................................................................17
13.2 Signalling Equipment................................................................................................................... 17
13.2.1 Daylight Signalling Lamp..........................................................................................................17
13.2.2 Daylight Shapes......................................................................................................................... 17
13.2.3 Sound Signalling Equipment..................................................................................................... 17
Page 1 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
14.0 NAVTEX...................................................................................................................................... 18
15.0 Critical Navigational Equipment and Systems............................................................................. 18
16.0 Fire Detection Alarm System....................................................................................................... 19
17.0 Alarms Management.....................................................................................................................19
18. Record.............................................................................................................................................21
Page 2 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
1.0 Purpose
This procedure provides a brief description of the Bridge Equipment, their function, condition
verification and maintenance requirements.
2.0 General
On joining the Vessel all the Deck Officers including the Master must be familiarized with the all the
Bridge Navigating Equipment.
The following Forms must be completed:
- SF/CRW/505A-1 ³Familiarization with Bridge Equipment´) and
- SF/CRW/505A-2 ³ECDIS Familiarization´
All deck officers including the Master must also acquaint themselves with the operating manuals for
the equipment, particularly about the setting-up of controls and the procedures to be followed in the
event of equipment failure.
Periodic checks of the navigation equipment must be carried out and records maintained as follows:
x Daily, at noon, by using the form SF/MRS/203 ³Bridge Daily Tests at Noon´ and upon
completion, a relevant entry must be made in the Bridge Log Book.
x Monthly, by using the form SF/MRS/225 ³Navigational and Electronic Equipment´, which
must be also sent to the Office electronically.
The Master may delegate the task of carrying out the tests and checks to more than one of the Deck
Officers.
Regular preventive maintenance of all equipment must be carried out according to manufacturer¶s
instructions and the PMS.
Any malfunction of navigation and communication equipment must be reported immediately by
email and a phone call to Marine and Technical department, together with issuance of Defect Report,
as per the applicable procedures detailed in Maintenance Manual, accompanied by relevant Service
Request or Requisition for spares.
A Risk Assessment must be carried out.
In case of failure of equipment identified as ³critical´, the procedures for ³De-activation / Re-
activation reporting´, as per the Maintenance Manual, must be also followed.
For routine inspections, replacements, renewals, the relevant Requisitions or Service Request reports
must be submitted to the Office two (2) months in advance.
Page 3 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
Page 4 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
Parallel indexing does NOT replace the need to fix the ship¶s position on the Chart at regular
intervals.
The technique requires an index line to be drawn to pass through the radar echo or a fixed object,
tangential to a VRM (variable range marker) 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 stabilised true motion modes of
radar operation.
Page 5 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
The OOW must be aware of the dangers of being over-reliant on these devices and must:
x Understand the types of errors that are possible and recognize the operational warnings that
appear on the display.
x Understand the limitations of the ARPA.
x Treat the apparent precision of the digital display of the closest point of approach (CPA) with
caution.
x Regularly test the devices using the built-in operational test facilities.
x Use automatic target acquisition with caution especially in sea areas where radar
inconspicuous targets can be expected.
Page 6 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
The Master must check the performance of the magnetic compass regularly particularly:
x After electromagnetic lifting appliances have been used for cargo loading or discharging. The
magnetic field can alter a Vessel¶s magnetism.
x When carrying and after discharging cargoes that have magnetic properties such as iron and
steel.
x After the Vessel has been subjected to severe contact or electrical discharge, such as
lightening.
x After the Vessel has been laid-up or lying idle for a significant time.
x When the Vessel is new build or after major structural repairs.
Page 7 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
ARPA prediction is reliant on steady state tracking, where course and speed remain steady. In a
seaway a transmitting magnetic compass may not produce a sufficiently steady heading resulting in
unreliable vectors.
Where there are two gyros fitted, then the gyros must be alternately switched between the two on
a MONTHLY basis.
The following notations must be made and initialled on the course recorder chart roll:
x Before departure (commence unmooring / anchor up) and upon arrival (all fast / safe
anchoring completed) in port or anchorage noting the date, the local time, the name of the
port/anchorage and the mooring/anchoring position, making sure that the correct
heading/time are reflected.
x Each watch must monitor the correct alignment of time and heading by the end of each watch
noting the date, the local time and the initials of the OOW leaving the bridge.
In case of an accident to the Vessel, the entire course recorder roll to be removed from the recorder
even if only partly used, properly identified with the ship's name and date in ink, signed by the
Master, and the Officers on watch at the time of the accident, and retained on board pending
instructions from the Office.
Page 8 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
Page 9 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
The date and time of switching-on the echo sounder must be recorded on the recorder chart.
In addition, the date and time of passing significant land or seamarks must be marked on the recorder.
The OOW must check that the units of soundings on the echo sounder are the same as those used on
the chart in use.
In case a variation is observed the echo sounder must be re-calibrated according to the maker¶s
instructions.
Where the equipment is fitted with a fore and aft transducer then the active transducer must be
selected based on the Vessel¶s manoeuvring status i.e. moving ahead or moving astern.
Page 10 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
GPS positions must be logged simultaneously from both GPS equipment installed to check the
accuracy of the equipment at least on an hourly basis. Records must be kept in a hard note book.
The Company Policy is to have the AIS switched on, when transiting the High Risk Area As per
BMP (latest version) the Master has the discretion to switch off the AIS if he believes that its use
increases the ship¶s vulnerability.
In the Gulf of Aden, in order to provide Naval forces with tracking information it is recommended
to leave the AIS switched on, but restricted to the ship¶s Vessel Name and Maritime Mobile
Service Identity (MMSI) identity, position and other safety related information. Outside the Gulf
of Aden, current Naval advice is to turn it off completely, but activate it immediately at the time of
an attack.
Page 11 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
As per SOLAS Chapter V Regulation 18.9 the Automatic Identification System (AIS) must be
subject to an Annual Test.
The annual testing of the automatic identification system (AIS) must be carried out by a qualified
radio inspector authorised by the Flag State or a Recognised Organisation. This test will be carried
out in line with MSC.1/Circ.1252 ³Guidelines on Annual Testing of the Automatic Identification
System (AIS).
A copy of the test report must be retained onboard the Vessel and filed with the ship¶s trading
certificates.
than 10 seconds, and shall include the call sign or other identification of the station emitting the test
signals. This call sign or other identification shall be spoken slowly and distinctly.
While the ship is at sea, the following tests must be made by the person nominated by the Master to
carry out appropriate tests and checks:
DAILY
x Test of the MF/HF and VHF DSC controllers without radiation of signals, by use of the
means provided by the equipment;
x Test of batteries providing a source of energy for any part of the radio installations and,
where necessary, brought up to the fully charged condition;
x Check of printers to ensure there is an adequate supply of paper;
x Check of the emergency light;
Test of the radiotelephone distress frequency watch receiver using the internal alarm test
facility to lift the mute, and by listening to signals and, where practicable, comparing them
with similar signals received on the radiotelephone distress frequency of 2182 kHz on
another receiver.
WEEKLY
x Test of the proper operation of the MF/HF DSC facilities by means of a test call, when
within communication range of a coast station fitted with DSC equipment. Where the ship
has been out of communication range of a coast station fitted with DSC equipment for a
period longer than a week, a test call shall be made on the first opportunity that the ship is in
communication range of such a coast station; Live tests must not be made on VHF DSC
equipment;
x Test of radiotelephone alarm signal generating device by ensuring that the device can
modulate satisfactorily the radiotelephone transmitter, without radiation of signals;
x Test of the rechargeable batteries of the two-way radiotelephone apparatus and, where
appropriate, brought up to the fully charged condition;
x Check of the non-rechargeable batteries of the two-way radiotelephone apparatus and
replace them if necessary;
x Test of each survival craft two-way VHF equipment on a frequency other than ch.16 VHF;
x Self-test of the MF/HF equipment; where NBDP applicable test with coast station is
required;
x Self-test of the NAVTEX;
x Check of the INMARSAT-C functions and performance along with distress button test.
Test of each search and rescue radar transponder (SART) using the built-in test facility and
check for security and signs of damage.
MONTHLY
x Test of the satellite EPIRB to determine its capability to operate properly using the means
provided on the device and without using the satellite system and check for security and
signs of damage;
x Test of each search and rescue radar transponder (SART) using the built-in test facility and
check for security and signs of damage;
x Check on the security, condition, connections and compartment of all batteries providing a
source of energy for any part of the radio installation;
Page 13 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
The system is subject to an annual performance survey. The test certificate must be filed with the
trading certificates of the Vessel.
Spare memory recording mediums must be available onboard, in order to replace the tape, which
would have been removed, after an incident occurrence.
Be advised that VDR is fitted and all conversations are being recorded.
Page 15 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
The set-up timing of the BNWAS must be set at intervals of TWELVE (12) MINUTES.
The BNWAS must be operational at all times whenever the ship is underway at sea and also while at
anchor. The system must be switched off when the Vessel is in port alongside or in a repair yard.
The BNWAS Automatic Operational Mode, if available must not be used.
Level 2 Alarm
This will sound in all of the deck officer cabins, including that of the Master following a failure to
reset a Level 1 Alarm. The officer(s) concerned will then have up to 90 seconds in which to reach
the wheelhouse and reset the alarm otherwise the system will escalate to a Level 3 Alarm.
Level 3 Alarm
This will sound alarms located in the cross alleyways on A deck, D deck, E deck and F deck
following a failure to reset a Level 2 Alarm in the wheelhouse. The alarm will continue until reset
in the wheelhouse.
Only the Master will have access to the password or the operating key. Where the system requires a
password then a copy must be kept in a sealed envelope in the safe in case it is forgotten during
handover.
Similarly, if there is a key then the spare key must be kept in the safe.
Any faults found in the system must be reported directly to the Company following the established
defect reporting procedure.
Page 16 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
Checks regarding the BNWAS are included in the following Bridge Checklists:
x Bridge Daily Checks at Noon (The system to be tested in accordance with the manufacturer¶s
procedures daily, every noon, as part of the Bridge Daily Checks. All alarm levels must be
verified operational).
x Bridge Change of Watch Checklist ± When underway.
x Bridge Change of Watch Checklist ± Anchorage.
x Preparation for Sea.
13.1Navigational lights
All the lights must be working in the Main and Emergency power mode and must have correct arcs
of visibility. Suitable bulbs shall be used.
The Light Failure Alarm must be operational and must be frequently tested.
The Ship¶s whistle must be in good working order and must also be connected to the Emergency
Power Circuit.
A ³gong´ and a ³bell´ must be available.
Page 17 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
14.0 NAVTEX
NAVTEX is the system for the broadcast and automatic reception of MSI by means of narrow-band
direct printing telegraphy.
The international service uses a single-frequency 518 kHz transmission in English. National service
may be established by maritime authorities to meet particular national requirements.
These broadcasts may be on 490 kHz, 4209.5 kHz or a nationally allocated frequency and may be in
either English or the national language. For details, see Volumes 3 and 5 of Admiralty List of Radio
Signals.
All NAVTEX transmitting stations operating within the Vessel¶s area of operation must be selected.
For the procedure on handling NAVTEX messages this section must be read in conjunction with
information on NAVTEX and Navigational Warnings elsewhere in this manual.
All messages received from NAVTEX must be checked when received by the OOW, signed by him
and must always be posted the number of the related chart on NAVTEX paper.
The messages must be posted on the affected charts and also must be deleted when they are
cancelled.
In the frame of the better practical implementation of NAVTEX service, as well as for NAVTEX
device control, following recommendations must be made:
x NAVTEX receiver must be put in operation at least 8 hours prior to Vessel departure from the
port, to ensure that the Vessel would not lose vital messages.
x In order to avoid unnecessary paper printing, the Navigating Officer must program the device
for printing messages from station(s), depending on the Vessel¶s geographic position.
Messages with errors such as ³asterisks´ must be read and implemented with caution.
Equipment found to have operational defects must be brought to the attention of the Master and
recorded in the Logbook and on the Pilot Card.
Upon identification of a defect the back-up equipment shall be verified in operation and the
Company¶s Marine Department must be immediately notified via a phone call.
Critical Equipment failure shall follow the defect reporting procedure.
A Defect Report shall be submitted through the e-PMS.
A risk assessment has to be carried out and submitted to the Company.
When the Risk Assessment addresses defective navigational equipment the risk assessment shall be
reviewed and approved by the Office. The Vessel¶s Charterers to be notified.
Relevant SOS checklists shall be utilised.
Page 18 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
This procedure shall be read in conjunction with the MTN (005) ± Maintenance Manual- Section 01
paragraph 2.9.
Page 19 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
Rate of turn limit OOW Yes 100 No Change over to manual steering -
Acknowledge and investigate
Speed alarm OOW / Yes 100 No Change over to manual steering -
Master Acknowledge investigate
Gyro failure OOW/ Master Yes - No Change over to manual steering -
Acknowledge investigate
Rudder limit OOW / Yes 100 No Change over to manual steering -
Master Acknowledge investigate
STEERING Hydraulic pump -Low OOW / No - No Acknowledge and investigate- As required
GEAR oil level Master / C/E change over to emergency steering -
Consult manufacturer¶s instructions and
office to be notified.
Power Failure in OOW / No - No Acknowledge and investigate- As required
Steering gear Master / C/E change over to emergency steering - Refer
to manufacturer¶s instructions and office to
be notified.
ENGINE Engine alarms (Panel) OOW / No - No Acknowledge and investigate ± Inform
ALARMS Master / C/E Engine Watch Officer as required
ARPA RADAR CPA/TCPA OOW / Yes As per No Consult SF/MRS/201 Bridge and Master¶s
Master Standing standing orders
orders
Target lost OOW / No - No Acknowledge and investigate- Re- acquire
Master the target as required
System error (GPS OOW / No - No Acknowledge and investigate- Consult
signal failure/gyro Master manufacturer¶s instructions and office to be
signal failure etc) notified. Refer to IMS Navigation &
Mooring Manual (006) - Section 5 -
Paragraph 15.0.
VHF / GMDSS DSC alarm / Securite OOW / No - No Acknowledge and investigate- Consult the
-Safety-Distress calls Master IMS Navigation & Mooring Manual(006) -
Section 2 - Paragraph 9
BNWAS Bridge watch alarm Master Yes 12min No Acknowledge and investigate- Consult IMS
Navigation & Mooring Manual (006) -
Section 7 - Paragraph 12.0
NAVIGATION Panel alarm OOW / No - No Acknowledge and investigate- - Consult
LIGHTS Master manufacturer¶s instructions - Consult IMS
Navigation & Mooring Manual (006)
±Section 7 - Paragraph 13.0. Office must be
notified if further action is required.
ECDIS Alarm Panel OOW / Yes - No Acknowledge and investigate- Consult
Master manufacturer¶s instructions - Consult IMS
Navigation & Mooring Manual (006) -
Section 5 - Paragraph 10.3 (Paragraph 5 &
15.0 can be also reviewed). Office must be
notified if further action is required.
GPS Signal lost OOW / No - No Acknowledge and investigate- Consult
Master manufacturer¶s instructions and IMS
Navigation & Mooring Manual (006) -
Section 5 - Paragraph 10.2. Office must be
informed if further action is required.
Table continuing on next page
Page 20 of 21
Prime Tanker Management Inc. SECTION 07
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 04
BRIDGE EQUIPMENT Eff. Date: 29/02/2020
18. Record
Bridge Daily Checks and Tests NAV/SECTION 2/SF/MRS/203
Navigational and Electronic Equipment NAV/SECTION 7/SF/MRS/225
General Inventory NAV/SECTION 7/SF/MRS/229
VDR Poster POSTER36
Page 21 of 21
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Contents
1.0 Purpose......................................................................................................................................... 3
2.0 Anchoring......................................................................................................................................... 3
2.1 Briefing............................................................................................................................................. 3
2.2 Personal Protective Equipment during Anchoring Operations.........................................................3
2.3 Procedures for Anchoring.................................................................................................................3
2.4 Methods of Anchoring...................................................................................................................... 4
2.4.1 Dropping/Letting Go..................................................................................................................... 4
2.4.2 Walking Back the Anchor............................................................................................................. 5
2.4.3 Paying Out the Anchor under Power............................................................................................. 5
2.5 Anchoring in Deep and Open Waters............................................................................................... 6
2.6 Adverse Weather.............................................................................................................................. 7
2.7 Anchor Dragging.............................................................................................................................. 9
2.7.1 Signs when the Anchor is dragging............................................................................................... 9
2.7.2 Emergency Departure from Anchorage.......................................................................................11
2.8 Anchor Preparedness Confined Waters.......................................................................................... 11
2.9 Emergency Anchoring.................................................................................................................... 11
2.10 Securing the Anchor during Mooring Operations........................................................................ 13
2.11 Heaving the Anchor...................................................................................................................... 13
2.12 Securing the Anchor for Sea.........................................................................................................14
2.13 Chain Locker................................................................................................................................ 15
2.13.1 Bitter End...................................................................................................................................15
2.14 Cable/Chain Stoppers................................................................................................................... 15
2.15 Anchor Cables/Chains.................................................................................................................. 15
2.16 Brakes........................................................................................................................................... 15
2.16.1 Maintenance of windlass brakes................................................................................................ 16
2.17 After Prolonged Periods of Non-Use............................................................................................16
2.18 Anchorage in Ice ±Weather precautions.......................................................................................16
2.19 Anchoring of Large Vessels......................................................................................................... 16
2.19.1 Anchoring of Large Vessels Method 1...................................................................................... 17
2.19.2 Anchoring of Large Vessels Method 2...................................................................................... 17
2.20 Anchor Loss..................................................................................................................................17
2.20.1 Marshall Islands Actions in the event of Anchor Loss (Ref. MI Technical Circular No.12)....18
2.21 Maintenance & Inspections of Anchoring Equipment in Dry-dock............................................. 18
3.0 Mooring Operations........................................................................................................................19
3.1 General Information........................................................................................................................19
3.1.1 Risk Assessments.........................................................................................................................19
3.2 Crew Familiarization/ minimum training and experience.............................................................. 19
3.3 Manning Level in Port.................................................................................................................... 20
3.4 Preparations for Mooring................................................................................................................21
3.5 Working with Tugs......................................................................................................................... 21
3.5.1 Deteriorated weather at berth.......................................................................................................24
3.5.2 Tug Lines and safety aspects....................................................................................................... 24
3.6 Working with Mooring Boats......................................................................................................... 25
3.7 Mooring Deployment Considerations.............................................................................................25
3.8 Precautions When Handling Moorings...........................................................................................25
Page 1 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Page 2 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
1.0 Purpose
This procedure describes all actions to be followed for anchoring, mooring and safe access onboard.
2.0 Anchoring
This procedure describes the arrangement for anchoring and maintenance of anchors.
Checklist SF/MRS/205C ³Under Keel Clearance´ and SF/MRS/205D must be completed prior to
arriving in the anchoring area. Appropriate entries must also be made in the Deck Log Book.
It is the responsibility of the Master to ensure that all relevant officers and crew are fully familiarized
with the anchoring equipment installed and associated equipment supplied to the Vessel.
2.1 Briefing
It is essential that every anchoring operation is carefully planned and the relevant Officer in charge is
briefed accordingly. An experienced Deck Officer must always be in charge of the anchoring.
The Master must also consider sending a Junior Officer and/or Cadet with the Officer in Charge, for
training purposes.
A more detailed briefing will need to take place if, for example, both forward anchors are to be used.
Page 3 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
2.4.1 Dropping/Letting Go
This method of anchoring is normally used in depths of up to 20-25 meters with soft sea beds.
The anchor is lowered just above the water line. The brakes must be tightened and gear disengaged.
The Officer in charge must look over the side before letting go to ensure that there are no small craft
or obstacles under the bow.
He must also ensure that no member of the anchor party is in any dangerous position.
Once anchor is let go the speed of the cable must be controlled by applying brakes (snubbing the
cable) when an amount about twice the depth of water has run out, in order to prevent running out of
the cable.
The bridge must be given regular reports on the amount of cable out and its direction in relation to
the bow.
When the brakes are secured, the anchor digs into the seabed, preventing the Vessel from moving any
further astern over the ground.
The sternway is stopped by the action of the anchor as the strain comes onto the chain.
Then, due to the weight of the chain, the Vessel moves forward and stops.
The Vessel is then described as being "Brought Up."
Page 4 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
After anchoring and tightening the brakes the cable stopper must be used. Bridge will advise when
the anchor is to be secured.
Cable stoppers must be flush over a horizontal link and must be secured in position to prevent it from
jumping under load.
The windlass gear must be disengaged.
To provide an early warning of anchor cable slippage a flag may be used which must be visible from
the Bridge.
The Vessel¶s speed must be almost ZERO (0) before the anchor is walked back on to the seabed.
Page 5 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Page 6 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
The Operations Department and the Marine/Vetting Department must be immediately notified by
phone and in writing.
During stay at open anchorage, engines must be kept in constant readiness and a close monitoring on
the Vessel¶s position and on weather conditions must be maintained.
For safety reasons, the Main Engine must remain at ³standby´ condition, for at least fifteen (15)
minutes after anchoring, in order to be able to immediately respond, in the case of loss of anchor.
When the ship is operating in waters within 10 miles of the coastline or within 10 miles of the 30m
depth contour, the anchors must be secured in a manner which ensures that they can be easily and
quickly made ready for use, if required.
Class societies have unified rules for the design of anchoring equipment.
Page 7 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
The maximum environmental loads are and must be well known by all deck officers:
Above figures are design criteria and to be consulted if all elements are combined.
In all other cases the High Level Policy is to be followed by all Vessels.
Same must be taken into consideration especially when deep water anchoring is necessary.
If heavy weather or typhoon is expected near the vicinity, the Vessel must leave the anchorage at the
earliest and proceed to sea, to wait out its safe passing before returning back to the anchoring area.
Page 8 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
If heavy weather or typhoon is expected near the vicinity, Vessel must leave the anchorage at
the earliest and proceed to sea, to wait out its safe passing before returning back to the anchoring
area.
If weather deterioration is expected, the most prudent action is to heave up anchor and stem out of
the anchorage in good time.
Taking all factors into account, Masters must be proactive in making this decision.
The contents of this paragraph must be read in conjunction with the Anchoring Systems and
Procedures, Mooring Equipment Guidelines, latest edition and the OCIMF Information Paper
³Estimating the Environmental Loads on Anchoring System´ part of which is included in this manual
for easy reference.
Page 9 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Page 10 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Page 11 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Ultimately, the anchors must be used on a short stay to slow-down the Vessel and prevent a collision
with another Vessel, structure or object or even grounding.
There are basically two (2) scenarios, in case of loss of power, loss of steering or imminent danger:
x When time is available for planning the actions required.
x When there is no time, in which case immediate actions are necessary to proceed with
emergency anchoring
The best practices for an emergency anchoring include, but are not limited to, the following:
As the Anchor Holding Power is not proportional to Vessel¶s size, the larger the Vessel, the less
effective emergency anchoring is likely to be, for stopping the Vessel.
Despite this, in an emergency, every available means, including use of the anchors, shall be considered
for use.
The factors that are likely to impact emergency anchoring include:
Size of the Vessel
Speed over the ground
Steepness of the seabed and proximity of shoals
Nature of the seabed and anticipated holding power of the anchors
Environmental conditions
Condition of the Vessel's propulsion and steering systems
Status of the anchoring equipment
Availability and capability of tug support.
In emergency situations it is recommended that anchors are made ready for use at the earliest
opportunity.
If the water depth is deeper than the length of the available cable, the anchors may be walked-out to
about three (3) shackles in the water and then the brake and chain stopper applied.
The anchors and cable may have the effect of a drogue and may also help to keep the Vessel's head to
the weather.
If the water depth is suitable, it may be possible to slow or stop the Vessel's drift by lowering the
anchors on the brake, until such time as they start to drag along the seabed.
The actual length of cable deployed shall vary with the depth of water and the Vessel's size.
Page 12 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
For larger Vessels, the amount of cable on the bottom shall initially be short, but can be gradually
increased as the Vessel's speed decreases.
This action shall bring the Vessel's head into the weather and slow her speed over the ground.
This is unlikely to be successful on a rocky seabed, but shall still be attempted.
Any attempt to use the anchors to slow or stop a Vessel's drift may result in the loss of the anchors and
cables and/or significant damage to the Vessel's anchor system, including the risk of catastrophic
failure of windlass drive motors. While this may be acceptable when considering the wider aim of
preventing the Vessel from grounding, the potential for injury to the anchor party in such cases shall be
recognized.
Page 13 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
x During the heaving operation, regular reports must be made to the bridge about the amount of
cable out, its direction in relation to the bow and the weight on the cable. If the weight
becomes excessive, assistance of the engine must be requested.
x Cable lockers are designed to be self-stowing. However, occasionally, the cable will not stow
correctly with the possibility of the cable falling over on itself in the locker. This may, of
course, present a serious problem on the next occasion the anchor is used. The problem of
incorrect stowage is best resolved by slacking out the cable a sufficient distance and then
heaving it back in again. Personnel shall not attempt to enter any chain locker to rearrange the
cable. If personnel do have to enter a cable locker, then the operation must be fully planned
and all precautions taken to ensure their safety, including the prevention of the cable from
running back. Entering the cable locker must be considered a separate operation from heaving
the anchor.
x The anchor signal must be lowered or lights exchanged as appropriate.
x When the anchor is nearing the waterline, it must be checked for fouling. The nature of any
fouling will determine any subsequent actions, however care must be taken to establish if any
wire on the anchor is waste wire, discarded by another ship, or is a seabed power line. If the
wire is suspected to be a power line, then the anchor will be lowered to the seabed and the
other anchor let go, sufficient to maintain the ship in position. The shore authorities must be
advised. If it is confirmed that the wire may be a power line, then the line must be isolated
before any attempt is made on board to clear the anchor. Consideration must also be given to
slipping the anchor cable and allowing the clearing operation to be carried out by suitably
equipped work boats.
x The anchor buoy (if deployed) must be recovered.
x When the anchor has been fully housed in the hawse pipe, the brake must be applied.
x During the heaving operation the cable must be inspected to ensure that the cable markings,
links and joining shackles appear in good condition.
Page 14 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
2.16 Brakes
These will be most effective if tightened up at the moment that the maximum weight comes on to the
anchor cable.
Further adjustment must then be unnecessary, as the changes in load due to changing tides and wind
will be borne by the cable stopper.
Page 15 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Provision must be occasionally made to compensate for brake lining wear. Manufacturer¶s
instructions must be consulted in order to make sure that the persons in charge are familiar with this
facility.
If in doubt about the brake holding efficiency- Report it!!
Brake linings of windlass, as well as for mooring winches are subject to replacement, when
necessary, as per instructions provided in Section 12 of the Maintenance Manual.
Page 16 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
These failures occur due to the brakes inability to absorb energy in the process of arresting the
moving cable (dynamic load) rather than the inability to restrain the movement of the anchored
Vessel (static load).
In large ships, it is essential to ensure that the Vessel is stopped before attempting to anchor.
Large Vessels can suffer an equipment failure if attempting to anchor while moving at speed as low
as half a knot over the ground, since the capability of the anchoring equipment to absorb the
momentum of the Vessel is extremely restricted.
There are two accepted methods for anchoring large Vessels and in both cases, it is essential that the
Vessel¶s speed over the ground is as close to zero as possible.
This can be difficult to achieve particularly when anchoring offshore in the deep water anchorages
frequently used by large Vessels.
Page 17 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
2.20.1 Marshall Islands Actions in the event of Anchor Loss (Ref. MI Technical Circular No.12)
In order to demonstrate safe operation of ships and to ensure consistent response in the handling of
cases of loss of anchor, the Marshall Islands Administration is instructing its Recognized
Organizations (ROs) involved in the Statutory Survey and Certification of Marshall Islands registered
Vessels to comply with the following procedure:
x At the time when an occurrence of loss of anchor is brought to the attention of the RO, a
notification in writing must be made to the Administration, requesting authorization for the
issuance of a Short Term Safety Construction Certificate, providing relevant
recommendations with regard to the term of validity of the certificate, special operational or
construction considerations, and the Owner¶s corrective action plan.
x Upon receipt of the above notification, the Administration will provide the requisite
authorization to the RO for the issuance of a Short Term Safety Construction Certificate, on a
basis of the recommendations provided.
x The following notations shall be included on the Short Term Safety Construction Certificate
when issued:
x Tug assistance is to be provided at the discretion of the Master, while entering &
leaving port and while navigating in confined waters.
x Main Engine / propulsion is to be kept on µStandby¶ at all times while at anchor.
Page 19 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Third party personnel not directly involved with mooring such as Cargo Surveyors and others, must
be kept well clear of the mooring areas in order to avoid being injured.
Anyone of the above in the proximity of mooring area must be safely kept away.
There must be always one Officer supervising the mooring operations at Fore and Aft stations.
Page 20 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
that all crew members go ashore in shifts and that one third of the Officers and Crew remain
onboard.
x Either the Master or Chief Officer must be onboard at all times. They must never go ashore at
the same time.
x Either the Chief Engineer or the Second Engineer must be onboard at all times. They must
never go ashore at the same time.
Page 21 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
However, the Masters must be aware that in some ports it is possible that a Pilot's advice
regarding tug requirements may be influenced by other than professional considerations.
x Both the Master and Pilot shall agree on tugs position in case high horse power tugs are
fastened/engaged in mooring operations. Their use may lead to mooring fittings damage and
towing line breakage with additional consequences (i.e. personnel injury).
x Early communication is established with the Tug Masters to ascertain position of rendezvous
and projected ETA.
x During the Master-Pilot Information exchange the placement of towing lines must be agreed
taking into consideration towing fittings characteristics so that mooring fittings damage is
avoided. During towing lines handling (picking and lowering) an effective communication
must be established between both the tug and the Vessel Bridge and between the deck
mooring party and tug crew so that lines mishandling resulting to personnel injury is avoided.
See paragraph 3.5.2 for additional precautions to be taken.
x They confirm whether the Vessel¶s towing lines or the tugs lines are to be used. The towing
line shall be visually inspected. Any concerns on towline¶s condition shall be addressed
x The agreed sound signals to be used between the Vessel and tugs are sounded.
x The Vessel must proceed at a safe speed so that the tug can be made fast or let go. When
considering speed it is the speed through the water that is of concern.
x They understand that areas of high and low pressure exist in and around the ship¶s hull and
these areas can cause adverse movements of smaller Vessels in close proximity. The speed of
water flowing between the tug and the Vessel increases at the last moment as the tug comes
alongside. As this happens the tug therefore has to increase speed to maintain the same speed
as the Vessel
x They understand that it is sometimes difficult to maneuver a tug into position against the tide
without putting any weight on the towline. Sometimes it may be appropriate for a tug to run
with the Vessel stern first to make fast and thus be ready to tow in the same direction.
x Girding is taken into consideration. A towline under tension will exert a heeling moment on
the tug if the line is secured around amidships and is leading off towards the beam. As with
any Vessel which heels over due to an external force, a righting lever is formed as the centre
of buoyancy moves towards the centre of the tug¶s underwater volume, countering the heeling
moment and pushing the tug back upright. However, if the force in the towline is sufficiently
powerful, it may overcome the tug¶s righting lever and cause it to capsize or ³girt´. Girting
can occur very rapidly and incidents have occurred where crewmembers have not been able to
escape in time. Moreover, it must not be assumed that the winch or winch brake will render or
that the towline will break before a potential girting situation occurs as less force may be
required to capsize the tug. Modern tugs are normally fitted with a substantial towline lead
either at the bow or near the stern to minimise the likelihood of girting. Conventional tugs and
towing Vessels are at greater risk of girting
x Wires or chains, sometimes referred to as a stop rope or bridle rope (not to be confused with
the bridle connected to a tow), fitted between a substantial pad-eye or connection on the
centreline towards the aft end of the main deck and attached to the towline by a wide bodied
shackle or a suitable sheave. Such an arrangement can limit the transverse movement of the
towline away from the centreline and reduce the risk of girting. The total length of the
arrangement must not exceed half the distance between the bulwarks or crash rails, as
applicable. If a central securing point is not available, then gog wires may be secured to
suitable pad-eyes on either side of the main deck aft and connected to the towline to limit its
transverse movement.
Page 22 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
x A continuous lookout must be maintained and the operation of securing tugs must not cause a
distraction from essential watch keeping duties.
x Not appreciating the effects of the wind and waves when towing can result in collisions,
groundings, towlines parting, injury and girting. The wind and waves cause headings and
speeds to change and tugs may drift. Manoeuvring can become difficult if the wind or wave
height increases or changes direction suddenly. Masters must always be aware of the potential
effects of the wind and waves before a tow/mooring operation commences. Knowing the
forecast or and monitoring the local weather conditions is essential.
x Masters shall be aware of the effects that currents have on a tugs being manoeuvred in water.
The effects of current in open waters are less important than the effects in confined waters
which can be significant particularly when manoeuvring in busy waters or rivers. The speed
and direction of currents are also unpredictable, reasons include; changes in tidal direction,
sudden water flows at river mouths due to rains or ice melt, constraints such as narrows, reefs,
breakwaters and harbour walls.
x The Vessel must be in manual steering and all flags and / or respective navigation signals
displayed.
x An early chart assessment of the area of rendezvous must be made so as to ensure that it is
clear of obstructions /navigational constraints and without heavy traffic density.
x Heaving lines and towing springs must be flaked and made ready to pass to tugs. This must be
done in ample.
x The Engines are on ³Stand By´ and the Vessel at maneuvering speed.
x On arrival, under no circumstances must any commitment be made or receipts signed relating
to the number of tugs to be used when departing. Must the Tug Company have any difficulty
with this, then they must be requested to leave on board a blank receipt for the Master to
complete on departure. This receipt may then be handed to the agent or Pilot for delivery to
the Tug Company. If the Tug Company needs to know in advance the number of tugs
required for departure, this must be coordinated through the agent, having due regard to the
local conditions.
x The times of tugs making fast and letting go are entered on the receipts. In cases where the
receipt has to be handed to the agent prior to the departure, these times must be telexed to the
agent for entry on the signed receipt prior to it being handed to the Tug Company.
x The safe working load of mooring leads is communicated with the tug through the Pilot.
x Before tugs coming alongside to assist a tanker, all cargo and ballast tank lids and ullage ports
must be closed, no matter what grade of oil is being or has been carried, unless the cargo
tanks are tested and proven free of hydrocarbon vapor.
x Tugs or other craft are not permitted to come alongside before the Master has satisfied
himself that it is safe for them to do so. Where possible the Master must visually see the tugs
and ensure that they are adequately fendered.
x That the tugs push the Vessel at the designated ³strong points´ which must be indicated by
markings on the hull and corresponding points on deck.
x Tugs are asked to switch off their radar systems when approaching the Vessel.
x Except in an emergency, tugs must not be allowed to come alongside the Vessel while it is
loading or discharging volatile petroleum or ballasting tanks containing hydrocarbon vapor.
Any intent by the Master or request from the shore for tugs to remain alongside during any
such cargo or ballast activities must be treated as non-routine and must not be undertaken
without the full agreement of all parties concerned, and only after a risk assessment has been
carried out.
Page 23 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
In case berth evacuation is decided by Master and permit is obtained by local authorities:
x Tugs and Pilots must be engaged for emergency departure.
x Marine and Operations departments must be notified immediately.
Page 24 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
On Man-Made Ropes
Man-made fibre stoppers of like material must be used on man-made fibre mooring lines. The
Company requires using the µWest Country¶ method (double and reverse stoppering).
On Wire Ropes
Wire moorings must be stoppered with chain, using two half-hitches in the form of a cow hitch,
suitably spaced with the tail backed up against the lay of wire, to ensure that the chain neither jams
nor opens up the lay of the wire.
x When a synthetic mooring rope is turned up on a set of bitts, two round turns will be made
around the leading post of a large set of bitts or around both posts for smaller circumference
posts before starting to ³figure of eight´ the rope.
x When a wire rope is turned up on a set of bitts, three round turns will be made around the bitts
before applying four ³figure of eight´ turns.
x Winch brakes must be tightened up to the limit specified during the last winch brake test.
Cargo hoses or arms must not be connected until both the Terminal Representative and the Master
are satisfied that the ship is safely moored.
Page 27 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Prior throwing a heaving line, the Vessel¶s mooring team must alert the linesmen, mooring boat
and/or tug crew and anyone else in the vicinity that a line is about to be thrown.
The operation must only proceed if the area where the heaving line will land is clear of personnel.
During the regular inspection of mooring lines and equipment the Chief Officer must ensure that the
heaving lines are properly constructed and no paint is applied on them since they are hardened and
additional weight is added.
It is only accepted the monkey fist to consist of soft rope and rag. No sand or other equivalent is
permitted in order to add weight.
3.14 Snap-Back Zones
A significant danger is snap-back, the sudden release of the energy stored in the tensioned mooring
line when it breaks.
When a line is under load it stretches.
Page 28 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Energy is stored in the line in proportion to the load and the stretch.
When the line breaks, this energy is suddenly released the end of the line snaps back striking
anything in its path with significant force.
Snap-back is common to all lines; however, synthetic lines are more elastic and thus the danger of
snap-back is more severe.
Line handlers must stand well clear of the potential path of the snap-back, which extends to the sides
of and far beyond the ends of the tensioned line.
Figure and photos at the end of the present paragraph illustrate snap-back danger zones.
A broken line will snap back beyond the point at which it is secured, possibly to a distance almost as
far as its own length.
If the line passes around a fairlead, then its snap-back path may not follow the original path of the
line.
When it breaks behind the fairlead, the end of the line will fly around and beyond the fairlead.
It is not possible to predict all the potential danger zones from snap-back and the Company considers
the entire mooring area as a potential snap-back zone.
All crew working on a working deck must be aware of this with clear visible signage.
Snap-back zones must not be painted around the mooring equipment.
When it is necessary to pass near a line under tension, it must be done as quickly as possible.
If it is a mooring line and the ship is moving about, passage must be timed for the period during
which the line is under little or no tension.
If work must be undertaken near a line under tension, it must be done quickly and the danger zone
must be vacated as soon as possible.
The activity must be planned before approaching the line and the number of personnel near the line
must be kept to a minimum.
If the activity involves line handling, it must be ensured that there are enough personnel to perform it
in an expedient and safe manner.
High modulus synthetic fibre ropes have similar breaking characteristics to wire ropes.
However, snap-back from these ropes will generally be along the length of the line and not in a
snaking manner, as found with wire ropes.
Page 29 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Page 30 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
3.16.2 Single Point Mooring (SPM) and Conventional Buoy Mooring (CBM)
All precautions taken during berthing alongside a jetty must also be considered when berthing at a
buoy mooring.
Terminals with buoy moorings may provide professional advice on safety aspects related to the local
marine operations (i.e. from the assigned Berthing Master and/or Mooring Master), which will assist
Master¶s and the Pilot¶s mooring planning, as necessary.
Good communication between the mooring station and the bridge is essential and personnel must be
supervised to ensure the mooring operations are carried out safely.
When a Vessel is at a SPM one member of the deck crew will be stationed forward at all times to
advice on position of the SPM in relation to the Vessel¶s bow.
Frequent and regular inspections of the moorings and other fittings must be carried out frequently
whether the Vessel is at SPM or a CBM.
When voyage instructions require the Vessel to either load or discharge at a SPM then the Master
must contact the Company.
He must also check if his Vessel has the necessary designed fittings to carry out SPM operations. For
this he must consult the latest edition of Mooring Equipment Guidelines.
Mooring Equipment Guidelines gives recommendations for tanker mounted SPM fittings including
for the bow chain stoppers.
As part of the planning phase to proceed to the SPM or a CBM the Master must carry out a full risk
assessment (RA).
The RA must include, among other things, safety and protection of the mooring personnel and also
training of the crew for the intended operations, a de-briefing and Toolbox Meeting that has to be
recorded in the Deck Log Book.
3.16.3 Vessel¶s Mooring with a Floating Storage and Offloading Unit (FSO)
When voyage instructions require the Vessel¶s Master to proceed to a FSO then the Master must
contact the Company.
As part of the planning phase to proceed to the FSO the Master must carry out a full risk assessment
(RA).
The RA must include, among other things, safety and protection of the mooring personnel and also
training of the crew for the intended operations.
A designated Mooring Master (MM) from the field operator shall assist the Vessel (which for the
purposes of FSO operations shall be called µoff-loading tanker¶ / OST) during her stay at the
terminal.
The Mooring Masterµs assistance shall comprise, communication with FSO, mooring, hose handling,
cargo handling where necessary and unmooring.
The Mooring Master must remain on board the OST throughout the Vessel¶s entire stay at the
Terminal.
Page 31 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
The operation must proceed and/or continue only if the FSO Master, the OST Master, the Mooring
Master and the Terminal Supervisor are satisfied that the prevailing and anticipated conditions are
within the limits considered safe for such an operation.
During mooring operation, the Master of FSO must be on bridge monitoring the operation.
The FSO main engine must be ready and may be needed to maintain a safe distance from SBM, in
the period where no Anchor Handling Tug is connected to FSO.
During the mooring operation an AB must be available with the view to assisting in the better
monitoring of the distance from SBM when the SBM is not visible from the Bridge.
Once tandem mooring operations is completed, the Bridge Watch must monitor that both Vessels
maintain their safe distance apart, e.g. hawser is free of the water at all times and hawser is within 45
degrees on either side of the OST's centre line.
Any apparent closing of the distance shall be advised to the Mooring Master immediately and to
Master of FSO as per his standing instructions.
Emergency towing wires shall be ready for deployment on the deck of the FSO.
Page 33 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
x If the mooring spring lines are to be used to assist in bringing the Vessel alongside, due
consideration must be given to the impact on the mother ship and the added force being
placed on her moorings.
x Chafing of the mooring lines at the chocks or fairleads of both Vessels must be avoided
x Throughout the transfer operation, moorings must be checked and tended regularly to ensure
proper tension.
x The effects of port traffic passing in close proximity to the transfer location must be taken in
to account in the development of a mooring plan.
3.16.4.2 Fendering
The plan must include a description of how the work will be carried out safely. Suitable fenders must
be placed between the Vessels. Some ports will provide the Vessels with fenders. The fender type and
size must be considered to ensure maximum protection for the Vessels. As a general guide line
fendering must be similar as used for STS operations. In protected ports, a reduction of the fendering
may be considered if there are equipment or other restrictions.
4.1 Gangway
The gangway (or other means of embarkation and disembarkation) must give clear access to the ship
and shore.
Whenever practicable, a gangway must be placed aft of the manifold and where no suspended load
passes over it.
Wherever practicable, the means of access must be located clear of the cargo working area. In any
case access to the ship must be supervised.
A relevant entry must be made in the Deck Log Book for the initial rigging of the gangway.
The angles of inclination of a gangway or accommodation ladder shall be kept within the limits of
which it was designed.
Gangways must not be used at an angle of inclination of greater than from the horizontal and
accommodation ladders must not be used at an angle greater than from below the horizontal,
unless specifically designed for greater angles.
Each accommodation ladder or gangway must be clearly marked at each end with a plate showing the
restrictions on the safe operation and loading, including the maximum and minimum permitted
design angles of inclination, design load, maximum load on bottom end plate.
Page 34 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
When the inboard end of the gangway rests on or is flush with the top of the bulwark, a bulwark
ladder shall be provided. Any gap between the bulwark ladder and the gangway or accommodation
ladder must be adequately fenced to a height of at least one (1) metre.
Gangways and other access equipment must not be rigged on ships¶ rails.
The area around the means of access must be kept free from obstruction and, as far as reasonably
practicable, kept clear of any substances likely to cause a person to slip or fall.
Where this is not possible, appropriate warning notices shall be posted and if necessary the surfaces
suitably treated to reduce the risk of slipping.
The accommodation ladder must be secured by a securing device (eye pad, magnetic or pneumatic
system) fitted on the ship¶s hull as indicated below:
Page 35 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
4.2.2 Lighting
During darkness, adequate lighting must be provided over the whole length of the means of access.
No electric lights connected to wandering electrical leads shall be used for illuminating the means of
access.
4.2.3 Safety Net
Where there is a risk of a person falling from the gangway or other access equipment, or from the
quayside or ship¶s deck adjacent to the access equipment, a safety net shall be rigged.
The aim of safety nets is to minimise the risk of injury, arising from falling between the ship and
quay or falling onto the quay or deck.
As far as reasonably practicable, the whole length of the means of access must be covered. The safety
net must be spread beneath the gangway or other access equipment.
Safety nets must be securely rigged, with use being made of attachment points on the quayside where
appropriate.
Regular inspections must be carried out and recorded on form SF/MRS/234 ³Ladders Inspection
Checklist´.
Page 36 of 40
Prime Tanker Management Inc. SECTION 08
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
ANCHOR, MOORING & ACCESS Eff. Date: 29/02/2020
Safe and convenient access to, and egress from, the ship shall be provided by a pilot ladder requiring
a climb of not less than 1.5 m and not more than 9 m above the surface of the water.
An accommodation ladder, in conjunction with the pilot ladder must be used whenever the distance
from the surface of the water to the point of access to the ship is more than 9 m.
The accommodation ladder must be sited leading aft.
When in use, the lower end of the accommodation ladder must rest firmly against the ship¶s side
within the parallel body length of the ship and as far as is practicable, within the mid-ship half-length
and clear of all discharges.
When a combination arrangement is used for pilot access, means shall be provided to secure the pilot
ladder and manropes to the ship's side at a point of nominally 1.5m above the bottom platform of the
accommodation ladder.
The use mechanical pilot hoist is prohibited.
x A life buoy with a self±igniting light (intrinsically safe for tankers) must be on deck, beside
the pilot ladder and ready for immediate use.
x A heaving line of suitable length must be at hand ready for use. The heaving line must not be
connected to the lifebuoy with the self-igniting light.
x Stanchions and bulwark ladders as required.
x Adequate lighting must be provided to illuminate the transfer arrangements over-side, the
position on deck where a person embarks or disembarks. Portable lights must be provided
when the normal deck lighting or lighting from the bridge does not provide suitable over-side
lighting. Torches alone are not suitable.
All inspection and maintenance activities must be monitored via the PMS. During the inspection, it
must be ensured that the ID number is clearly marked on them.
For the Pilot Ladders, the date on which each was placed in use must be recorded in form
SF/MRS/234 ³Ladders Inspection Checklist´.
The Inspection of all the Vessel¶s ladders must be carried out by the Chief Officer on a MONTHLY
basis.
The relevant Form SF/MRS/234 ³Ladders Inspection Checklist´ must be filled in and sent to the
Office to the Vetting/Marine Department.
Upon completion of the periodic inspection, a relevant entry must be made in the Deck Log Book.
Additional checks must be made each time the accommodation ladder and gangway is rigged,
looking for signs of distortion, cracks and / or corrosion.
Close examination for possible corrosion must be carried out, especially when an aluminium
accommodation ladder/gangway has fittings made of mild steel.
Bent stanchions must be replaced or repaired and guard ropes must be inspected for wear and
renewed where necessary.
Moving parts must be free to turn and must be greased as appropriate.
Bridle chains and shackles must be examined frequently and replaced at any signs of excessive wear.
At five-yearly intervals and upon completion of the examination of the embarkation and
disembarkation means required by SOLAS during the Class annual surveys, the accommodation
ladder, the winch and the gangway must be operationally tested with the specified maximum
operational load of the ladder or the gangway as appropriate.
5.0 Record
Mooring Plan & Port Information NAV/SECTION 8/ SF/MRS/210
Preparation for Arrival Checklist NAV/SECTION 3/ SF/MRS/214
Ladders Inspection Checklist NAV/SECTION 8/ SF/MRS/234
Change of Watch in Port NAV/SECTION 8/ SF/MRS/204B
Page 40 of 40
Prime Tanker Management Inc. SECTION 09
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
AMVER Eff. Date: 29/02/2020
Contents
1.0 Purpose............................................................................................................................................. 2
2.0 General..............................................................................................................................................2
2.1 Advantages to participate in AMVER............................................................................................. 2
2.2 AMVER Reports.............................................................................................................................. 3
2.2.1 Structure.........................................................................................................................................3
2.2.2 Number of AMVER Reports......................................................................................................... 3
3. Record.................................................................................................................................................4
Page 1 of 4
Prime Tanker Management Inc. SECTION 09
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 01
AMVER Eff. Date: 29/02/2020
1.0 Purpose
This procedure establishes the requirements for the ship to participate in the AMVER Scheme.
2.0 General
All Company Vessels shall participate in the AMVER system on all deep-sea passages.
Vessels which are engaged for a long time in STS Operations in a specific area
are relieved of this duty.
AMVER, sponsored by the United States Coast Guard is a unique, computer-based, and voluntary
global ship reporting system used worldwide by search and rescue authorities to arrange for
assistance to persons in distress at sea.
AMVER¶S success is tied directly to the number of merchant vessels regularly reporting their
position.
The more ships on plot, the greater the chance that a ship will be identified near the position of
distress.
AMVER¶s mission is to quickly provide search and rescue authorities, on demand, accurate
information on the positions and characteristics of vessels near a reported distress.
With AMVER, rescue coordinators can identify participating ships in the area of distress and divert
the best-suited ship or ships to respond.
Since AMVER identifies the best ship or ships to respond to a ship in distress, it releases other
vessels to continue their voyage, saving fuel, time and payroll costs.
The Master must be always aware of his ship might being the one called upon to divert and assist.
It must be also considered that it might also someday the own ship be in distress!
x AMVER can reduce the time lost for vessels responding to calls for assistance by
coordinating a rescue response, utilizing ships in the best position or with the best capability,
and thus eliminating unnecessary diversions by other vessels.
x AMVER participants are under no greater obligation to render assistance during an
emergency than a vessel, which is not participating. On the contrary, ships unfavourably
located on the AMVER plot may be released from their obligation to otherwise respond by
SAR mission coordinators.
x AMVER exchanges information with the Japanese Ship Reporting System (JASREP) the
Australian Ship Reporting System (AUSREP), the Chilean Ship reporting System
(CHILREP) and the U.S Maritime Administration (MAREP), so reports need only be made to
any one system with a keyword inserted in the ³Y´ time, to authorize exchange with another
system.
x Reports transmitted by AMVER/SEAS compressed message software provide reporting
information to both systems simultaneously (AMVER and SEAS), thus reducing reporting
workload and cost.
x AMVER provides a ready fleet of vessels to provide assistance, in place and on call, in
remote areas of the world¶s oceans.
x AMVER is a demonstration of international humanitarian cooperation, mariner helping
mariner, by assisting any person in distress at sea regardless of nationality and status.
2.2.1 Structure
The basic format for AMVER reports follows the IMO Standard.
The first line in every report begins with AMVER followed by a slash (/), the report type (SP, PR,
DR, FR) and ends with a double slash (//).
Each remaining line begins with a specific letter followed by a slash (/) to identify the line type.
The remainder of each line contains one or more data fields separated by single slashes (/).
Each line ends with a double slash (//).
All reports must end with a ³Z´ end-of-report line.
Mail addresses for submitting AMVER Reports
For more detailed instructions on AMVER Reporting, please refer to the ³AMVER Ship
Reporting System Manual´.
A copy of this Manual must be found filed in Bridge File - AMVER Reports.
Additionally, it is available in the electronic Forms Register, under ³International Requirements,
under the sub-file ³AMVER´.
3. Record
None
Page 4 of 4
Prime Tanker Management Inc. SECTION 10
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
REVIEW OF NAVIGATION PROCEDURES Eff. Date: 29/02/2020
Contents
1.0 Purpose......................................................................................................................................... 2
2.0 General..............................................................................................................................................2
2.1 Master¶s Navigational Audits........................................................................................................... 2
2.1.1 Master¶s Regular Reviews............................................................................................................. 2
2.1.2 Master¶s Navigational Audit..........................................................................................................3
3.0 Navigational Assessments and Audits By Shore based personnel (Marine Superintendents)......... 3
4.0 Independent Random Navigational Reviews....................................................................................4
5.0 Analysis of Navigational Audit Reports...........................................................................................4
6.0 Review of Navigational Procedures................................................................................................. 4
7.0 Record...............................................................................................................................................4
Page 1 of 4
Prime Tanker Management Inc. SECTION 10
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
REVIEW OF NAVIGATION PROCEDURES Eff. Date: 29/02/2020
1.0 Purpose
This procedure describes the process of verifying that Navigational Procedures are implemented
correctly.
2.0 General
Reviews, Assessments and Audits of the Navigational Procedures implemented onboard are
conducted by:
x The Master
x Qualified and Certified Office Personnel
x The Person responsible for maintaining navigational standards.
x Appointed qualified 3rd party Navigational Auditors
The Company utilises the audit and assessment results and IMS reviews as well as lessons learnt
from navigational near misses and incidents in order to improve the navigational procedures.
Page 2 of 4
Prime Tanker Management Inc. SECTION 10
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
REVIEW OF NAVIGATION PROCEDURES Eff. Date: 29/02/2020
3.0 Navigational Assessments and Audits By Shore based personnel (Marine Superintendents)
Navigational Audits shall be carried out on all fleet Vessels while on passage at intervals not
exceeding one year by suitably qualified and experienced Marine Superintendent, using the
appropriate parts of the OFF/MRS/201 ³Navigational Audit Checklist´. Auditors shall have
appropriate Electronic Chart Display and Information System (ECDIS) training specific to the
equipment on board.
It is mandatory that during such audits all navigational procedures included in the MRS/201 shall be
audited. Master¶s navigational audit shall be verified during this audit.
Any deficiencies, remarks, observations and non-conformities identified by the Auditor are
documented and followed up until their rectification.
Where it is impractical for a Vessel to be audited within the 12-month period due to trading pattern
then an unannounced remote audit by an independent contractor, including VDR downloads may be
used.
Navigational verification assessments, may be conducted in port. The assessment will include as a
minimum a review of passage plans, chart corrections, navigational records, ECDIS playback review,
navigational equipment, compliance with Company procedures and verification of the Master¶s
navigational audit. The Navigational assessment shall be followed by OFF/MRS/201 ³Navigational
Audit Checklist´. Only applicable sections will be completed. Any findings must be discussed with
the Master and the Bridge Team and addressed as required.
Training needs identified during audits and assessments shall be dealt with on-board, unless shore
based training is required. This shall be explicitly written in the audit report.
A Navigation Assessment/Audit must:
x Determine the operational efficiency on the Bridge
x Assess how the ship is navigated
x Identify important navigation and Bridge Management errors and provide action points which
must be followed up.
The scope of the navigation assessments is to assist with continuous improvement and not only list
deficiencies alone, hence a debriefing is required.
Page 3 of 4
Prime Tanker Management Inc. SECTION 10
Navigation & Mooring
Manual Prime Gas Management Inc.
(006) Revision: 03
REVIEW OF NAVIGATION PROCEDURES Eff. Date: 29/02/2020
During the annual Management Review Meeting a fleet audit programme shall be established. This
programme will include a combination of company and independent audits.
The audit programme effectiveness shall be evaluated with a view to continual improvement.
7.0 Record
Internal Navigational Audit by Shore Personnel PRO/PRO 10 / OFF/MRS/201
Internal Navigational Audit by Master PRO/PRO 10 / SF/MRS/200
Page 4 of 4