Chief Mate

SQA
Navigation
Theory Notes
Contents
Navigation Theory Syllabus ................................................................................................................. 4
Communications ................................................................................................................................... 5
Ship Reporting Systems.................................................................................................................... 6
World-Wide Navigational Warning Service (WWNWS) ................................................................ 9
NAVTEX ............................................................................................................................................. 11
Automatic Identification System (AIS) ........................................................................................ 12
METEOROLOGY .................................................................................................................................... 14
Pressure & Wind Systems .............................................................................................................. 15
FOG ................................................................................................................................................... 21
Tropical Revolving Storms ............................................................................................................. 28
WEATHER ROUTEING ...................................................................................................................... 29
OCEANOGRAHY .................................................................................................................................... 35
Currents............................................................................................................................................ 36
Ice...................................................................................................................................................... 39
BRIDGE OPERATIONS............................................................................................................................... 2
OFFSHORE INSTALLATIONS ................................................................................................................. 3
HELICOPTER OPERATIONS ................................................................................................................... 5
POSITION FIXING CONSIDERATIONS ................................................................................................... 7
MAKING LANDFALL............................................................................................................................ 11
Parallel Indexing ................................................................................................................................ 12
INTERNATIONAL AERONAUTICAL & MARITIME SEARCH & RESCUE MANUAL ................................. 14
Bridge Procedures and Bridge Manning............................................................................................ 19
Master Pilot relationship ................................................................................................................... 28
Ocean Passages for the World .......................................................................................................... 31
Emergencies ...................................................................................................................................... 32
MISCELLANEOUS ................................................................................................................................... 35
Standing/Night Orders ...................................................................................................................... 36
Nautical Publications: ........................................................................................................................ 38
Equipment requirements .................................................................................................................. 44
ECDIS ................................................................................................................................................. 46
Ship’s Routing .................................................................................................................................... 48
Hydrographic notes ........................................................................................................................... 50
OBLIGATION TO REPORT ................................................................................................................... 60
REGULATIONS / CONVENTIONS / GUIDES......................................................................................... 61
 SAFE MANNING ................................................................................................................................. 67
VOYAGE PLANNING ........................................................................................................................... 71
GMDSS ................................................................................................................................................... 78
Navigation Theory Syllabus

COMMUNICATIONS MISCELLANEOUS
Reporting Systems Standing / Night Orders
WWNWS Nautical Publications
NAVTEX Equipment Requirements
AIS ECDIS
Routeing Systems
METEOROLOGY Hydrographic Note
Pressure Systems / Wind Obligatory Reports
Fog Regs related to Bridge Management
Tropical Storms Safe manning
Weather Routeing Engineering Watch
Voyage Planning
OCEANOGRAHY
Currents
Ice

BRIDGE OPERATIONS
Offshore Installations
Helicopter Operations
Position Fixing Factors
Landfall Factors
Parallel Indexing
IAMSAR
Bridge Procedures
Bridge Manning
Master/Pilot
OPFTW
Emergencies
Communications
Ship Reporting Systems

SHIP REPORTING SYSTEMS

Ship reporting systems contribute to the safety of life at sea, safety and efficiency of
navigation and / or the protection of the marine environment.
Security issues can also be considered as a further function of ship reporting systems.

SOLAS V Reg 11
• Contracting governments may refer ship reporting systems to IMO for adoption.
• Ship reporting systems to adhere to measures adopted by IMO.
• Ships to comply with requirements of adopted mandatory reporting systems.

Ship reporting systems tend to fall into two main categories:

A local reporting system that is mainly concerned with navigation and will report on
possible dangers. Examples are:
• Dover Strait Reporting System.

The other type covers much larger areas and is designed to co-ordinate assistance from
vessels in the vicinity of a distress incident. Examples that come under this heading are:
• AMVER, operated by the US Coastguard, worldwide;
• AUSREP, operated by the Australians within their SAR area;
• INSPIRES & INDSAR, operates within the Indian SAR area;
• NEW ZEALAND SHIP REPORTING SERVICE, south of the equator, 140°W to 160°E;
• MADAGASCAR REPORTING SERVICE, 5°S to 30°S, African coast to 60°E

Some reporting systems use automatic interrogation or AIS to obtain the required details.
Dover Strait Reporting System (CALDOVREP)

This is a mandatory reporting system under SOLAS V Reg 11. All vessels over 300 grt must
comply and vessels less than 300 grt who are NUC, RAM or have defective navigational aids
must also comply.
Shore based stations at Dover and Gris-Nez are able to monitor shipping movements and
provide improved advice and information regarding navigational hazards and weather
conditions.
The reporting system covers a 65 mile stretch of the Dover Straits.
NE bound vessels report to Gris-Nez Traffic prior to entering the southerly reporting limit.
SW bound vessels report to Dover Coastguard prior to entering the northerly reporting
limit.
Vessels using an ITZ report to the nearest of the two stations.
Reports are by VHF. However, Dover accepts reports by the use of automatic ship
identification transponders.

Mandatory information to be reported:

• name of the ship, call sign, IMO identification number and MMSI number
• position in latitude and longitude
• course and speed of the ship
• vessel’s draught
• route information
• hazardous cargo, IMO class and quantity (if applicable)
• breakdown, damage and/or deficiencies affecting the structure, cargo or equipment of
the ship
• any other circumstances affecting normal navigation according to the provisions of
the SOLAS and MARPOL Conventions

See: MGN 364

Chart 5500
ALRS

The Channel Navigation Information Service (CNIS), also known as Channel VTS

Is a 24-hour radio and radar safety service for ships travelling through the Dover Strait.

It is a collaborative effort between the UK and French authorities, specifically the Dover
Maritime Rescue Co-ordination Centre (MRCC) and CROSS Gris Nez in France.

Functions of CNIS:

• Monitoring the Dover Strait Traffic Separation Scheme (TSS):

• Tracking ship movements: CNIS used radar and Automatic Identification System
(AIS) data to keep tabs on all vessels in the Dover Strait.
• Providing navigational information: CNIS broadcast important information to ships,
including weather conditions, hazards, and the location of other vessels.
• Enforcing safety regulations: CNIS monitored for ships violating the International
Regulations for Preventing Collisions at Sea (COLREGS) and issued warnings if
necessary.
The AMVER system

Operated by the United States Coastguard for the benefit of all vessels. A voluntary
system for vessels over one thousand gross engaged of voyages of 24 hours or more.
Participating vessels send an initial message regarding the vessel’s data, such as vessel’s
size, speed, equipment, communications and other facilities.
Further messages are then sent at various times and fall into one of the following
categories:
Sailing Plan (SP)
This report contains the complete routeing information and should be sent within a
few hours before departure, upon departure, or within a few hours after departure. It
must contain enough information to predict the vessel's actual position within 25
nautical miles at any time during the voyage.
Sailing Plans require: Name & Call Sign; Time; Course; Speed; Port of Departure;
Destination; Proposed Route.
Position Report (PR)
This report should be sent within 24 hours of departing port and at least once every 48
hours thereafter. The destination should be included (at least in the first few reports) in
case Amver has not received the Sailing Plan information.
Position Reports require: Name & Call Sign; Time; Position; Course; Speed.
Deviation Report (DR)
This report should be sent as soon as any voyage information changes which could affect
Amver's ability to accurately predict the vessel's position. Changes in course or speed due
to weather, ice, change in destination, diverting to evacuate a sick or injured crew
member, diverting to assist another vessel, or any other deviation from the original Sailing
Plan should be reported as soon as possible.
Deviation Reports require: Name & Call Sign; Time; Position; Course; Speed; Port of
Departure; Destination; Proposed Route. The Destination and Proposed Route are required
if destination or route changes.
Final Arrival Report (FR)
This report should be sent upon arrival at the port of destination. This report properly
terminates the voyage in Amver's computer, ensures the vessel will not appear on an
Amver SURPIC until its next voyage, and allows the number of days on plot to be correctly
updated. Final Arrival Reports require: Name & Call Sign; Port of Arrival.
The AUSREP System

This system which is operated by the Australian Coastal Surveillance Centre and is
mandatory for all Australian vessels within the designated area and for all other vessels
from their first Australian port until their last. Vessels are required to send the following
reports:
Sailing Plan This should be sent when entering the area or within two hours after
departure and contains the following: Vessel’s name, call sign, port of departure or
position when entering the area, date and time, destination, ETA, intended route, speed
of vessel, a nominated daily reporting time and any other relevant remarks.
Position Report This is sent daily at the nominated time and contains the vessel’s name,
call sign, position, course, speed, date and time. Also included are any changes to the
sailing plan.
Arrival Report This is sent when the vessel is within 2 hours steaming of the pilot station.
It contains the following: Vessel’s name, call sign, port of arrival, date and time of the
report.
World-Wide Navigational Warning Service (WWNWS)
In order to enhance the safety of Navigation and to continue safe navigation practice, the
International Hydrographic Organisation (IHO) and the International Maritime Organisation
(IMO) have jointly established a Global Navigation Hazard Warning System (GNHWS).
It is an integral part of Global Maritime Distress and Safety System
Within WWNWS there are three types of Radio Navigational warnings:
• NAVAREA WARNING;
• COASTAL WARNING;
• LOCAL WARNINGS.

NAVAREA WARNING:

Now comprises of 21 geographical areas, termed NAVAREAS.

A Navarea may be split into sub-areas
The authority charged with collating and issuing long range radio navigational warnings to
cover the whole areas is known as a Navarea Coordinator.
The area limits, Navarea Coordinator, transmitting stations, times and frequencies are
given in ALRS.
Transmitted in English.
Promulgated by:
• Radio WT
• Satellite
• Navtex
Usually at least 2 daily transmissions.
Details of Navarea warnings in force are also available in the Weekly Notice to Mariners,
the UKHO website and may also be obtained through Port Offices.
Navarea warnings are for shipping passing through main shipping lanes, clear of the coast.

NAVAREA messages include: (ref Mariner’s Handbook.)

• Casualties to lights, fog signals, buoys;

• Dangerous wrecks in or near main shipping lanes;
• Major new aids to navigation or significant changes to existing ones;
• Large unwieldy tows in congested waters;
• Drifting hazards (derelicts, ice, mines, containers and other large items);
• SAR and anti-pollution operations;
• Newly discovered rock, shoal, reefs and wrecks likely to constitute a danger;
• Unexpected alteration or suspension of established routes
• Cable, pipe laying, seismic or submersible activities;
• Establishment of research or scientific instruments;
• Establishment of offshore structures;
• Significant malfunctioning of radio navigation services;
• Special operations which might affect the safety of shipping sometimes over wide
areas e.g. naval exercise, missile firing, space missions, nuclear tests etc.
• Acts of piracy and armed robbery against ships.
• Tsunamis and other natural phenomena such as abnormal changes to sea level;
• World Health Organization (WHO) health advisory information.
COASTAL WARNINGS:
Coastal warnings are issued for information applicable in a particular coastal region (can
be up to 250 miles off the coast). They are not restricted to main shipping lanes. They
often supplement information contained in a Navarea warning.
Broadcast by the country of origin at scheduled times and also on receipt when the
urgency demands.
The authority responsible is the National Coordinator.
Transmission details in ALRS.
Transmitted in English.
Transmitted more frequently than Navarea warnings.
Promulgated by:
• RT
• VHF
• Navtex

LOCAL WARNINGS:

Covers the limits of jurisdiction of a port authority or a harbour out to a Fairway Buoy /
Pilot station.
Issued by port, Pilotage or Coastguard authorities.
Messages are not intended for ocean going vessels unless visiting that particular port.
They may be in English or only in the national language
Supplement the coastal warnings by providing information not normally required by ocean
going shipping.
Means of promulgation is by VHF.
NAVTEX
To meet the GMDSS requirements, ships are required to have an automatic receiver of
Navigational, Meteorological and Safety Information. The information must be in English.

During coastal passages, the NAVTEX receiver meets these necessary requirements.

• Low cost, simple and automated means of receiving Marine Safety Information (MSI)
onboard ships at sea and in coastal waters.
• Language used is English.
• Uses a single frequency 518 Khz.
• The transmissions from nominated stations within each navarea / metarea are arranged
on a time sharing basis to reduce risk of mutual interference.
• National Navtex service (e.g local language) may be established by maritime
authorities to meet particular national requirements. Frequencies used 490 Khz, 4209.5
Khz.
• The power of each transmitter is regulated so as to avoid the possibility of interference
between transmissions.
• Three message priorities are used
• Equipment should be left switched on continuously.
• Equipment can be programmed to receive only selected stations and / or categories of
messages.

Message Priority:
VITAL For immediate broadcast, subject to avoiding interference with ongoing
transmission.
IMPORTANT For broadcast at next available period when the frequency is unused.
ROUTINE For broadcast at the next scheduled transmission period.

Subject categories:
A- Navigational warnings.
B- Meteorological warnings.
C- Ice reports.
D- SAR information and pirate attack warnings.
E- Meteorological forecasts.
F- Pilot Service messages.
G- A.I.S. messages. (Nb ex Decca)
H- Loran messages.
I- Spare. (Nb ex Omega)
J- Sat Nav messages.
K- Other Nav-Aids messages.
L- Navigational warnings, additional to category A.
V- Special Services (Allocated by NAVTEX Panel)
W- Special Services (Allocated by NAVTEX Panel)
X- Special Services (Allocated by NAVTEX Panel)
Y- Special Services (Allocated by NAVTEX Panel)
Z- No messages.

Categories A, B, & D “cannot” be deselected.

Category L “should not” be deselected
Automatic Identification System (AIS)

Advantages:
• Continuously transmits ship’s details and receives details of the other ships in the
vicinity.
• Positive identification of ships / structures / navaids fitted with AIS.
• Exchanges data with shore based systems e.g. VTS, TSS, CG.
• Reduces verbal reporting / Reduction in VHF traffic.
• Auto exchange of safety information.
• Confirmation of information from other sources.
• Close monitoring TSS/Pollution/SAR.
• ‘Real Time’ information (ARPA has a time lag).
• Range of AIS is typical VHF range (longer range than radar.)
• ‘Sees’ round corners.
• Ease of correct positioning when forming convoys.
• Can display data on ECDIS or Radar.
• Monitoring, by OSC, of searches involving multiple vessels.

Limitations
• Limited to VHF range.
• Has to be prudently used in piracy prone areas, under Master’s authority.
• All information required by shore authorities may not be available on all models and
hence additional reporting is required to be made.
• Small boats, war ships may not be fitted with AIS and hence may not be tracked.
• Datum used by position fixing system may result in discrepancy with the target
position.
• Faulty AIS inputs results in misleading information.

Data
There are 4 types of information which are fed in the AIS system:
• Static data Retransmitted every 6 minutes.
• Voyage data Retransmitted every 6 minutes.
• Dynamic data Retransmitted depending on the ship’s speed and navigation status.
• Short safety related messages Manually entered as required.

The OOW must regularly check and input the voyage data and check the dynamic data with
other vessel’s / shore stations on a regular basis.

MGN 324 & 465, MSN 1795, SOLAS Ch V Annex 17.

LRIT
Automatically transmits, at 6-hour intervals:
• Identity of the ship.
• Position (lat & long).
• Date and Time.
Capable of being configured remotely to transmit information at variable intervals.
Capable of transmitting information following receipt of polling commands.

MGN 441, SOLAS Ch V Reg 19.1.

Information item Information generation, type and quality of information

Static:

MMSI Set on installation

(Maritime Mobile Service Identity) Note that this might need amending if the ship changes ownership
Set on installation
Call sign and name
Note that this might need amending if the ship changes ownership
IMO Number Set on installation
Length and beam Set on installation or if changed
Type of ship. Select from pre-installed list
Set on installation or may be changed for bi-directional vessels or those fitted with multiple
Location of position-fixing antenna
antennae

Dynamic:

Ship’s position with accuracy Automatically updated from the position sensor connected to AIS.
indication and integrity status The accuracy indication is for better or worse than 10 m.
Position Time stamp in UTC Automatically updated from ship’s main position sensor connected to AIS.
Automatically updated from ship’s main position sensor connected to AIS, if that sensor
Course over ground (COG) calculates COG.
This information might not be available.
Automatically updated from the position sensor connected to AIS.
Speed over ground (SOG)
This information might not be available.
Heading Automatically updated from the ship’s heading sensor connected to AIS.
Navigational status information has to be manually entered by the OOW and changed, as
necessary, for example:
- underway by engines
- at anchor
- not under command (NUC)
- restricted in ability to manoeuvre (RIATM)
Navigational status - moored
- constrained by draught
- aground
- engaged in fishing
- underway by sail
In practice, since all these relate to the COLREGS, any change that is needed could be
undertaken at the same time that the lights or shapes were changed.
Automatically updated from the ship’s ROT sensor or derived from the gyro.
Rate of turn (ROT)
This information might not be available.

Voyage related:

To be manually entered at the start of the voyage using the maximum draught for the
Ship’s draught voyage and amended as required.
(e.g. – result of de-ballasting prior to port entry.)
To be manually entered at the start of the voyage confirming whether or not hazardous
cargo is being carried, namely:
DG (Dangerous goods)
Hazardous cargo (type)
HS (Harmful substances)
MP (Marine pollutants)
Indications of quantities are not required.
To be manually entered at the start of the voyage and kept up to date
Destination and ETA
as necessary.
To be manually entered at the start of the voyage, at the discretion of
Route plan (waypoints)
the master and updated when required.

Short safety-related messages:

Free format short text messages would be manually entered, addressed either to a specific
addressee or broadcast to all ships and shore stations.
METEOROLOGY
Pressure & Wind Systems
PRESSURE DISTRIBUTION

The pressure distribution over the earth’s surface is due to the surface heating from the
sun (insolation). The equatorial region receives the most solar radiation and therefore
surface heating. The amount of solar radiation arriving at the Earths surface decrease as
the latitude increases. This results in an uneven distribution of solar radiation, thus
causing differences in the pressure distribution over the earth’s surface.

In the region around the equator the large amount of insolation causes the surface to heat.
The air in contact with the sea surface is heated and becomes less dense than the
surrounding air. The air rises and when it reaches the upper atmosphere begins to spread
in both a northerly and southerly direction.

As this air is leaves the column of air above the equatorial region the pressure on the
surface falls (remember pressure is only the weight of air above you. As there is now less
air above you, pressure falls). We call this area the Equatorial Low.

As the air rises and moves north and south it cools. Some of the air will cool such that it
will begin to sink (subside) at 30°N and 30°S. In this region, as more air is entering the
column of air above the region, pressure on the surface rises. We call this area the Sub-
Tropical High.

At the poles we have cold heavy air thus high surface pressure. This area is called the
Polar High.

At 60°N and 60°S we have a low pressure area because the warm air coming from the
subtropical high meets the cold polar air. The warm air rises over the cold air causing the
surface pressure to fall. This area is called the Sub-Polar Low (Polar Front).

In summary we have the following pressure distributor.

PREVAILING WINDS

Air will always move from a high pressure area towards a low pressure area. Once the air
begins to move towards the low pressure area it will be deflected to the right in the
northern hemisphere and to the left in the southern hemisphere (Coriolis).

In diagram 1, we see that some of air will move from 30°N and 30°S (Sub-Tropical High)
towards the equator but will be deflected due to Coriolis force. This produces a NE wind
in northern hemisphere and a SE wind in the southern hemisphere. We call these bands of
winds the Trade Winds

The air will also move from 30°N and 30°S (Sub-Tropical High) towards 60°N and South
(Sub-Polar Low) and be deflected by Coriolis force resulting in a South Westerly wind in
Northern hemisphere and a North Westerly wind in the Southern Hemisphere. These bands
of winds are known as the Westerly’s.

Finally, air will travel from both poles towards 60°N and 60°S and produce a North Easterly
wind in Northern Hemisphere and a South Easterly in the Southern Hemisphere.

Diagram 1 Diagram 2

Land and sea heat at different rates, this is called ‘Continentality’. The land heats up and
cools down quicker than the sea. This causes differences in the pressure patterns and
hence the air flow over the earth’s surface. This is represented in diagram 2, above, and
the two diagrams on the next pages - one representing January and the other representing
July.
Asian Monsoons

Monsoon is a derivation of an Arabic word which means season.

The simple pattern of belts of pressure and associated prevailing winds does not occur over
the continental land masses. This continental effect is most marked over Asia, the world’s
largest land mass. In this area a seasonal reversal of wind direction is observed. This
variation from the single pattern is associated with a fluctuation in the surface
temperature.

Under the influence of summer heating an area of low pressure develops over the land and
similarly, under the influence of winter cooling, an area of high pressure develops.

NE Monsoon
October to March. As the land cools an intense cold anticyclone becomes established over
Asia. The NE monsoon winds are cold and dry as they originate over the continent. This
generally brings fine and clear weather although significant rainfall may be experienced
towards the extreme southern and eastern coastlines.

SW Monsoon
May to September. As Asia becomes heated a large area of low pressure becomes
established, centred over NW India. The SE trades of the Southern Indian Ocean and
Western South Pacific are drawn across the equator and deflected to the right by Coriolis
Force. They then join the circulation around the monsoon low. The air stream has crossed
thousands of miles of ocean and therefore has a high absolute humidity. Squally rain and
thunder accompany the arrival of the SW monsoon. Excessively heavy rainfall occurs where
the air meets high ground, such as the Western Ghats, the mountains of NE India and
Pakistan and the West coast of Burma.

The reversal of the wind direction affects the currents in the North Indian Ocean.
OCEAN CURRENTS

The surface ocean currents are wind driven.

As the wind travels over the ocean surface friction causes the surface water to move. Not
in the same direction as the wind but at an angle to the right in the Northern Hemisphere
and left in the Southern Hemisphere, due to Coriolis.

The overall effect is that the water rotates around oceans in the Northern Hemisphere in a
clockwise direction in an anticlockwise in the Southern Hemisphere.

Surface Ocean Currents

The Counter Equatorial Current is created by the water piling up on the western side of
the ocean, resulting in a flow of water down the slope. As there is no Coriolis force to
deflect the water it tends to flow down the slope due east.

There is a variation to this current pattern in the Indian Ocean. This is caused by the
Monsoon.

During the NE monsoon we have an anticlockwise circulation between about 20°N and 20°S
and during the SW monsoon a clockwise circulation in the area. During both periods the
counter equatorial current is evident at around the equator.
FOG

Definitions:

Dew Point:
The Dew Point temperature is the temperature at which a particular sample of air
becomes saturated.

Relative Humidity:
Relative Humidity is the ratio of water vapour present in unit volume of air to the quantity
required to saturate it at the same temperature, expressed as a percentage.

Radiation Fog:

This type of fog forms on clear, cold nights when the ground surface cools. During the
night the ground surface becomes progressively colder and air in contact with the ground
cools by conduction. If the air is still, dew or hoar frost may develop. If a light breeze is
blowing there will be a shallow layer of air near the ground in which the airflow is
turbulent. Because of the turbulence cooling is spread through the layer. If the air
reaches its dewpoint, radiation fog will develop. Most radiation fog lies in a shallow layer
and does not extend above 150m.

The fog forms well under the clear skies on long winter nights and when the air has a high
relative humidity at sunset, especially after rain or near open water. The fog is common
near river estuaries in the autumn.

Fog can persist for several days. In industrial areas smog (smoke fog) can form even with
relative humidity as low as 90%. The fog usually clears due to heat from the sun causing it
to “burn off” or because the wind speed increases. This type of fog forms in stable air.
Examples: The Thames Estuary
Advection Fog:

This type of fog is common over the ocean and on windward coasts. When warm air
advects (travels horizontally) across a colder surface air near the surface cools by
conduction. This cooling effect is spread through the air near the surface by turbulence
and eventually the air reaches its dewpoint and fog is formed.

The surface must be at least as cold as the dewpoint of the air for fog to develop. If the
surface is not at least 2°C below the dewpoint the fog is usually patchy.

Advection fog does not usually show any diurnal variation of temperature. It is most
common in spring and early summer since this is when sea temperatures are at their
coldest. The air is stable.

Forecasting the onset of Advection Fog

If readings of sea temperature and dewpoint are taken at 20-30 minute intervals and
plotted on a graph, the time at which sea temperature will be equal to dewpoint can be
found. This is the earliest possible time for the onset of advection fog.

Common world areas where advection fog occurs:

• The Grand Banks of Newfoundland

• The NW Pacific
• The Western approaches to the English Channel
• The North Sea
• Areas with cold “upwelling” currents; the Californian current, the Peru current, the
Benguela current, the Canary current.

This fog usually clears with a change to a drier air mass.

Predicting Advection fog at sea:

Regular monitoring involves recording the dew point temperature of the air and the sea
surface temperature, with the data plotted over time. In instances where fog is absent,
the sea surface temperature tends to exceed the dew point temperature of the air.
Convergence of temperatures, characterized by a diminishing sea surface temperature
with minimal fluctuations in the dew point temperature, signifies an elevated likelihood of
fog occurrence.

By extrapolating these patterns, it becomes evident that fog is likely when the sea surface
temperature descends below the dew point temperature of the air.

Below is a step-by-step guide:

1. Measure Wet-Bulb and Dry-Bulb Temperatures:

Use a psychrometer, which typically consists of two thermometers, one with a dry bulb and
the other with a wet bulb.

The dry-bulb temperature (Td) is the regular air temperature measured with the dry
thermometer.

The wet-bulb temperature (Tw) is measured using the thermometer with a wet wick. This
wick is typically soaked in water or a wetting solution.

2. Calculate the Depression of the Wet bulb:

Find how many degrees is the wet-bulb temperature less than the dry-bulb temperature.

Depression of the Wet bulb (DoWB) = Td - Tw

3. Use Dewpoint tables:

Look up the Dewpoint by using the depression of the wet bulb value and the dry bulb value
as shown in the table below.
4. Construct Trend lines:

Construct two trend lines over time, one for the Sea temperature and another for the Dew
point.

Advection fog will occur at the point in time where the two trend line intersect.
 Example:

Time Dry Bulb Temp. Wet Bulb Temp. Sea Temp.

0700 hrs 17.0°C 13.5°C 15.5°C
0900 hrs 19.0°C 14.5°C 15.0°C
1100 hrs 17.0°C 14.0°C 15.0°C
1300 hrs 14.0°C 13.0°C 14.5°C

Solution:

Time Dry Bulb Temp. Wet Bulb Temp. Depression Dew Point.
0700 hrs 17.0°C 13.5°C 3.5°C 11.0
0900 hrs 19.0°C 14.5°C 4.5°C 11.0
1100 hrs 17.0°C 14.0°C 3.0°C 12.0
1300 hrs 14.0°C 13.0°C 1.0°C 12.0

16

15

14

13

12

11

10

07:00 09:00 11:00 13:00 15:00 17:00 19:00

Advection Fog should occur at 19:00

Sea Smoke (Arctic Sea Smoke, Steam Fog).

Sea smoke occurs when cold air crosses a warmer sea surface. Observations suggest that
the air must be at least 9°C colder than the sea. Evaporation takes place from the warm
sea surface. This increases the absolute humidity and the dewpoint of the air. Air near the
sea surface is being warmed by conduction. This makes the lowest layers of the air
unstable and convection currents develop. As air rises from the surface it cools
adiabatically and mixes with the colder air above. These processes cool the air to its
dewpoint and fog forms.

Sea fog usually lies in a shallow layer (10m) and it is often patchy. Sea smoke is most
common in polar regions, hence the term arctic sea smoke, and off the east coast of
continents in autumn and winter.

Common world areas where sea smoke occurs:

• Cape Hatteras on the eastern coast of the USA

• Gulf of St. Lawrence
• This type of fog usually disperses with a change to a warmer air mass.
Tropical Revolving Storms
Regions

Source: www.srh.weather.gov

Atlantic basin The Hurricane season is "officially" from 1 June to 30

North Atlantic Ocean, the November. Peak activity is in early to mid September. Once
Gulf of Mexico, and the in a few years there may be a tropical cyclone occurring in
Caribbean Sea May or December.
Northeast Pacific basin A broad peak with activity beginning in late May or early
Mexico to about the June and going until late October or early November with a
dateline peak in storminess in late August/early September.
Northwest Pacific basin Occur all year round regularly though there is a distinct
From the dateline to Asia minimum in February and the first half of March. The main
including the South China season goes from July to November with a peak in late
Sea August/early September.
A double peak of activity in May and November though
North Indian basin tropical cyclones are seen from April to December. The
Including the Bay of Bengal severe cyclonic storms (>74 mph / 119 km/h winds) occur
and the Arabian Sea almost exclusively from April to June and again in late
September to early December.
Beginning in late October/early November, reaching a
Southwest Indian basin
double peak in activity-one in mid-January and one in mid-
From Africa to about 100°E
February to early March, and then ending in May.
Beginning in late October/early November, reaching a
double peak in activity-one in mid-January and one in mid-
Southeast Indian/Australian
February to early March, and then ending in May. The
basin
Australian/Southeast Indian basin February lull in activity is
100°E to 142°E
a bit more pronounced than the Southwest Indian basin's
lull.
Australian/Southwest Begins in late October/early November, reaches a single
Pacific basin peak in late February/early March, and then fades out in
142°E to about 120°W early May.
To be continued!!!

WEATHER ROUTEING

Climatological routeing was developed, based on many years of observations. In some

areas of the world there is little variation from day to day, but in other regions e.g.
temperate latitudes there are large fluctuations. In these regions synoptic weather
forecasts are much more valuable than climatic data as a basis for routeing.

Systems of Routeing:

Ship weather routeing is used to ensure a safe ocean passage whilst meeting the criteria
required e.g. most economical or least damage to deck cargo. It is based on long range
predictions of the effects of wind, waves, currents, and by using any other available
meteorological and hydrographical information.

The greatest potential advantage for ship weather routeing exists when:
• The passage is relatively long, generally 1500 miles or more.
• The waters are navigationally unrestricted so that there is a choice of routes
(alternatively, navigational restrictions are limiting but at the same time offer possible
protection from adverse weather).
• Weather is a factor in determining the route to be followed.

There are alternative systems available for routeing.

The master of a vessel may decide to route his own ship, using facsimile charts and radio
weather forecasts.
Commercial companies and the national weather services of some countries run routeing
services. (The Met Office at Bracknell runs a ship routeing service, using both
meteorologists and master mariners.) They attempt to avoid the effects of adverse
weather on a ship by issuing initial and where necessary updated routeing information.
Adverse weather conditions are conditions which would reduce the vessels speed by one
third or increase the passage time by six hours.

Although the shortest distance between two points is a great circle, this may not represent
the most desirable track.

Types of Routes:

• Least Time
This was the first type of weather routeing. The objective was to get from A to B as
quickly as possible, regardless of other considerations. Today these routes are almost
solely used by oil tankers where the cargo and hull are less susceptible to damage.

• Least Damage
This is used for especially sensitive cargoes such as livestock, uncrated cars etc.

• Constant Speed
Used for some charters, particularly if a predetermined arrival time is required.
• Fuel Saving
This has always been a factor in “least time with least damage” routes, but with the
increase in fuel costs and the reduction in some service speeds fuel saving has become
more important.

• Towing
Routeing may be limited to advice on time of departure, but usually the routeing is fairly
conventional with advice on where and when to take shelter.

• Least Time with Least Damage

This is the most common type of route used. The aim is to complete the voyage in as short
a time as possible while ensuring that the hull and cargo are not damaged.

The Weather Forecast:

For effective routeing the winds and waves must be accurately predicted as far ahead as
possible. At present this is about 72 hours ahead. Data from ships, satellites, radio-sondes
etc is fed into the computer analyses the data. For each of ten different levels in the
atmosphere it produces Northern Hemisphere charts of temperature, humidity, winds and
pressure. The computer then produces a forecast using a “model” of the atmosphere.

The forecast of wave height is then produced using an empirical formula and taking fetch
etc. into account. (The wave height marked on the chart is the “significant wave height”.
This is the mean height of the highest one third of seas).

At present forecasts at 12-hour intervals for the next 72 hours are used.

Performance curves:

Before it is possible to route a ship effectively it is necessary to establish how the vessel
will behave in differing sea conditions. Head, beam and following seas are defined as
shown.
For some vessels the performance curve may be drawn as the result of testing a scale
model in a tank, but usually the performance curve must be drawn by taking information
from the log book. A comparison with proven curves from similar types of ship may also be
used.

The curves show the effect of the weather on the ship. It can be seen that as wave height
increases then the speed of the ship decreases. There are two factors contributing to this.
Firstly there is the direct effect, where for a given engine setting the ship’s speed will
decrease as sea conditions deteriorate. Secondly, as ship motions become more violent
the master will intervene and deliberately reduce the engine revolutions.

The curves are usually drawn for head, beam and following seas and it is advisable to draw
separate curves for ballast conditions, light ship and loaded conditions. The curves usually
become steeper with increasing sea state.

Constructing a ‘Least Time Track’:

A “polar stereographic” chart is used. On this type of chart a straight line is very nearly a
great circle. The point of departure, destination and the great circle are then all marked
onto the chart.

Using the wave height forecast chart for the next 12 hours and the ship's performance
curve, the distance along the great circle that the ship can travel in the next 12 hours is
calculated. This distance is then laid off along the great circle.

The calculation is then repeated, for several courses at 10º intervals on either side of the
great circle. These will produce a series of positions, which the vessel could reach in 12
hours time. A curve is drawn through the estimated 12 hour positions. The curve is called
the “12 hour position locus” or the “12 hour time front”.

Positions too far from the great circle are rejected at this stage.
Choosing several points on the 12 hour position curve as starting points, a 24 hour position
curve is drawn. The wave height forecast for the period 12-24 hrs ahead is used.
Similarly the process is repeated for all 12 hour intervals for which sea forecasts are
available.
Once the final time front has been drawn, the point on the time front, which is closest to
the destination, is found. The vessel should then make for this point.

The least time track is the course, which the vessel would follow if Sea State were the only
consideration. Once it has been found an allowance must be made for a number of other
factors:
• Whether the course is navigationally possible.
• The state of loading.
• Currents – some services actually apply “set and drift” when calculating the “time
fronts”.
• Areas of fog – a speed reduction would be needed.
• Areas of ice.
• Areas of ice accretion.

A variety of different types of route are possible. It depends upon which objectives the
router thinks should have priority.

Once the route has been selected a radio message is sent to the master informing him
which route he is to follow. Sometimes a forecast of the wind and sea likely to be met
along the route is included.

The ship’s position is up-dated every 6 hours and if the ship is a selected ship she will send
a weather report every 6 hours. A ship, which is not a selected ship, is usually asked to
send a report of the weather in plain language. The advised route is recalculated and up-
dated during the course of the voyage.

Usefulness of Weather Routeing:

Many claims are made for weather routeing. These claims include:
Fuel saving.
Reduction of damage to vessels.
Reduction of damage to cargo.
Reduction of time for voyage.
Comfort of personnel.

In practice the situation appears to be most effective.

 On long voyages (1500 miles +).
Where the weather is a major factor in choosing the route.
In navigationally unrestricted waters.
Where extremes of weather occur in changing patterns.
Westbound (because head seas have more effect on the ship’s speed).

Ship v Shore Routeing:

This is an area of great controversy. Advocates of shore routeing point out that shore
routeing personnel have access to more comprehensive and up-to-date weather
information. Shore routers also have more time available to make the relevant
calculations. However those who support routeing from onboard ship feel that the master
is more involved with the vessel than someone ashore. They also argue that the master
carries the ultimate responsibility for the safety of the vessel and shore routeing takes
away the initiative from the master. Additionally the master can see the actual weather
being experienced and is not making an assessment from charts.

Shore Based Ship Based

Advantages Disadvantages Advantages Disadvantages

Experienced/skilled Inaccurate weather Actual met Limited info for

personnel and ocean reports conditions long range
predictions
Many sources of Inaccurate ship Actual effects of Inexperience
information performance curves conditions
available

Better sources of Not responsible for Own ship handling Time consuming
information the ship knowledge

Better computers Predictions only Access to improved Lack of man power

computer/equipment

Manpower Cost Free

Problems with the Present System:

• Forecast Accuracy
In some areas of the world it is difficult to collect sufficient weather reports. This
produces inaccuracies in the forecast. One of the most important factors in routeing is
knowing exactly where the storm centres lie. If the significant wave height is to be
accurate to the nearest metre the storm centre must be accurate to less than 100 nautical
miles. Forecast accuracy is gradually improving. This is partly due to some extra
observations obtained by satellites and partly due to better models of the atmosphere used
by the forecasting computers.

• Ship Performance Curves

These are based on observations of waves, which are liable to errors of judgement. Also it
is difficult to determine the maximum speed that a vessel is able to travel at in a
particular sea.

• Swell and Sea Waves

It is always assumed that the waves are a simple “trochoidal” shape. Any variations from
this may produce resonance and slamming. The wavelength of the waves can be important.
Swell is not directly forecast and can produce the same effects as sea waves.
OCEANOGRAHY
Currents
There are a variety of current chart, but only three are commonly used:
1. The Vector Mean Current
2. The Predominant Current
3. The Current Rose

The first two represent different type of average current and the third shows the relative
frequency of reports in each direction and of specified speed ranges within each direction.
Charts are drawn from different periods – monthly, seasonal, annual etc.

Vector Mean Chart

The vector mean (or resultant) current is the average of all the individual observations at
the place over the relevant period of time (e.g. a month). The speed and direction are
considered.
This method means that current in opposite directions tend to cancel each other out.
Therefore, a set of observations of very fast currents may have a small resultant if the
individual currents are in opposite directions. This chart gives the net movement of water
over a long period of time. It is therefore the best type of chart to use to predict the drift
of boats, derelicts, icebergs etc. over a length of time. It will not give an indication of the
most likely currents at any particular time.
Styles of presentation vary slightly. It is common to show direction by an arrow pointing in
the direction towards which the current is setting with a figure beside the arrow to show
the speed (in knots or nautical miles per day). In some charts, the length or thickness of
the arrow may show the speed of the current. Another figure may be added to show how
many observations were used to determine the vector mean current.

Predominant Current Chart

This represents the most frequent or ‘most likely’ current. The predominant current is
found by the following method:

The number of current observations whose directions fall within a 90° sector are counted.
This process is then repeated for a 90° sector which is displaced by 15° from the previous
sector. The process is repeated until the number of observations in each of the 24 sectors
has been found. The sector which has the highest number of observations is called the
‘predominant sector’. The ‘predominant direction’ i.e. the direction marked on the chart
is taken as the mid-direction of the predominant sector. The ‘predominant speed’ i.e. the
speed marked on the chart is the arithmetic mean of all the individual observations in the
predominant sector.

The ‘constancy’ of the current may be defined as the percentage of the total number of
observations which fall in the predominant sector. In the example the thickness of the
arrow is used to represent the constancy.

If the constancy is high there is very little difference between vector mean current and
predominant current. The predominant current is usually shown by an arrow to show the
speed in knots or nautical miles per day.

It is the best type of chart to use to predict the movement of boats, derelicts, icebergs etc
from a datum point over a short time interval.

Current Rose Charts

The current rose provides much more detailed information of the variation of currents.
The rose shows the relative frequency of various speeds within each direction.

A current rose may use eight 45° sectors or sixteen 22.5° sectors. An arrow is used to
represent the observations in each sector. The number of observations in an individual
sector determines the length of the arrow for that sector. The arrow is then subdivided to
show the frequency of observations in various categories.

Although the current rose provides more information than other charts there are some
problems with them. The rose should preferably be based on several hundred observations
(upper figure in the rose) and all of these observations should be made in a small area.

To find what current to expect at a particular place and time both the predominant
current chart and the current rose should be used. The Predominant Current Chart shows
what is most likely, but the Current Rose Chart shoes how likely this is and what the other
possibilities are. The Current Rose Chart could be used to determine other search areas if
the initial search, in the area determined by the Predominant Current Chart, was
unsuccessful.
Ice

Navigation in ice

When a v/l has to advance through ice areas the progress of the ship will be dependent on:

• Type and nature of the ice.

• Qualities of the vessel; - ice classification,
scantling size,
ice breaker bow / protection,
rudder and propeller protection,
type of motive power,
motive power,
manoeuvrability,
status of navigational equipment.

• Assistance of tugs / ice breakers, ice convoy facilities.

• Meteorological conditions.
• Availability of ice / meteorological reports / forecasts.
• Expertise and experience of Master / Officers.

The Master of any v/l coming upon dangerous ice or conditions for ice accretion is obliged,
under SOLAS V, to make a report to ships in the vicinity and a competent authority. Report
to include: type of ice,
position of ice,
GMT and date of sighting.

Mariners entering ice regions should seek up to date ice reports from the Ice Patrol.
Reports are made twice daily, together with facsimile charts. Additional reports of ice
sightings are also transmitted whenever considered necessary. Mariners are encouraged to
send reports to the Ice Patrol Service. (SOLAS V Reg 5 & 6 and A.L.R.S.)

Ice limits should be marked on navigational charts and any particular dangers, e.g., single
icebergs, should be plotted. Course and speed can then be adjusted accordingly. Master is
obliged to proceed at a moderate speed or alter his course to pass clear of the ice danger.

Factors, relevant to Bridge Operations, to be considered when approaching / entering an

ice area:

• Signs of ice in the vicinity: Sea smoke,

Ice blink,
Abrupt smoothing of sea,
Radar detection,
Isolated fragments of ice,
Cold sea temperature when in warm current area,
Sealife e.g., walruses, seals,
Birdlife e.g., land birds sighted.
Noise of calving

• Reconsider Safe speed of vessel / engines ready for immediate manoeuvring,

• Extra lookouts,
• Manual steering,
• Ice reports available / received,
• Contingency plans updated on Voyage Plan, assessment of alternative route,
• Position monitoring: Radio interference of Elec Nav Aids,
Ice distorts shape of coastline,
Lights obscured / diminished, light sectors distorted,
Navigation marks, particularly buoys, may be removed,
A/C for ice, harder to maintain track and assess D.Rs. and
E.Ps.
Aerials / Scanners iced up,
Refraction errors regarding celestial observations,
Echo sounder affected by sea temperature levels,

• Increased possibility of restricted visibility,

• Watertight doors shut as appropriate,
• Manoeuvrability affected,
• Vulnerability of propellers and rudders,
• Increased propeller slip,
• Stabilisers to be retracted,
• Long range radar scanning,
• Ice accretion (see later notes),
• Experience of officers and crew.
 ICE ACCRETION / ACCUMULATION

In rough weather when the air temperature is below – 4°C and the sea temperature below
0°C there is a risk of spray freezing on deck.

Ice accretion / accumulation may occur due to:

• Freezing fog.
• Freezing drizzle / rain.
• Snow.
• Spray.
• Water on deck.
• Hygroscopic cargoes.

Accumulation of frozen spray on deck, accommodation or rigging may lead to:

• Reduction in stability.
• Reduction in manoeuvrability.
• Damage to uninsulated and undrained pipework / tanks.
• Damage to moving parts e.g., radar scanners, window wipers.
• Damage to halyards, aerials, rigging etc due to ice weight.
• Reduction in visibility through windows.
• Cargo damage.
• Cargo lashings not free for adjustment.
• Blockage of ventilators / freeing ports.
• Blocking means of access / escape, access to FFA and LSA.
• Anchors not free.
• Diminishing of ship’s steaming lights.
• Danger to crew working externally.
• Prevention of maintenance.
• Deck machinery inoperable.
• Increased stresses due to weight and brittle steelwork.
• Freezing of water tanks.

Ice accretion / accumulation may be avoided or reduced by:

• Seeking warmer conditions.
• Seeking shelter.
• Reduce ship speed into wind, thereby reducing spray.
• Run with the wind.
• Physical removal.
• Increase for’d freeboard to reduce spray.
• Heating devices, (usually in the rigging).
• Anti freeze / de-icer sprays.
• Weather routeing.
• Removing nonessential rigging.
• Removal of standing water / preventing water leakage.
• Use of insulation materials / covers.
• Limiting deck cargoes.
• Construction / design.
ICE & ICE ACCRETION: Sources of information;
• Sailing Directions.
• Mariner’s Handbook.
• ALRS.
• Routeing Charts.
• Weather Reports / facsimile Charts.
• Ice Patrol Services.
• Nav Warnings – Safety NET, NAVTEX, Radio.
• Weekly Notice to Mariners, T & Ps.
• Other shipping.

Master’s obligation to report Ice Accretion:

- Time and Date (UTC)
- Air temperature
- Sea temperature
- Wind force and direction
(Note: No requirement for the Position to be sent)

ICE – MARINER’S HANDBOOK

Sea Ice

Formation (Ref 7.7): Ice forms near the coast and spreads seawards. The outer edge of
this ‘Fast ice’ is often located in the vicinity of the 25m contour. Sections break off to
form drift ice. Drift ice spreads seaward and may thicken as it joins other ice. May also be
broken up by wind and waves.

Drift Ice Movement (Ref 7.10): Ice moves under the influence of wind and current. The
rate of movement depends on the current and wind speeds and also the concentration of
ice. Movement may be stopped or reduced by grounding or contact with other ice.

Drift Ice Limits (Ref 7.11): Considerable year to year variations. The greatest extent for
drift Ice is: Arctic March / April
Antarctic September / October

Icebergs (Ref 7.13): Large masses of floating ice which has broken off from glaciers or ice
shelves. Approx 90% submerged, therefore movement is subject to currents. Icebergs
diminish by calving, melting and/or erosion.

Navigation in Ice

Direct Concern (Ref 7.23):

• Restricts and controls movement of ship.
• Affects Dead Reckoning due to constant a/c.
• Affects piloting by altering appearance / obliterating landmarks.
• Hinders maintenance of nav-aids.
• Affect electronic equipment radio wave propagation.
• Changes surface features and radar returns.
• Effects celestial navigation refraction.
• Introduces chart plotting problems.
Ice Navigator (Ref 7.25): IMO recommend an Ice Navigator carried on ships operating in
Arctic ice areas. Ice Navigator compulsory for some ships in Canadian Arctic waters. Ice
Navigator trained in:

• Recognition of ice formation and characteristics.

• Ice indications.
• Ice manoeuvring.
• Use of ice forecasts, atlases and codes.
• Hull stresses caused by ice.
• Ice escort operations.
• Ice breaking operations.
• Ice accretion effects on stability.

Entering Ice Area (Ref 7.27): Do not enter ice an ice area if a longer but ice-free route is
available. Use all information and forecast obtained, including latest ice reports. When
choosing a track, consider the following:

• Position of drift ice edge and ice concentration.

• Wind direction and strength, enter from leeward.
• Areas where least ice pressure can be expected.
• Ice concentration.
• Areas of new ice and areas where rotten ice likely.
• Avoid areas of ridging and hummocking.
• Take account of ship’s ice draught.
• Given waypoints and validity of local TSS.
• Consider experience of Master, Pilot and Bridge Team.

Polar Charts (Ref 7.29); Likely to be less accurate. Based largely on satellite imagery.
Geographical positions of features may be unreliable. Soundings, topography and other
navigational information may be sparse. Bearings may be subject to half-convergency.
Natural landmarks may be plentiful but difficult to identify. Features may be masked by
snow or ice.

Compasses (Ref 7.30): Gyro unreliable above Lat 75°. Magnetic compasses of little use
near the poles but can be used in other areas provided the compass has been adjusted in
high latitudes. Variation can have large diurnal changes. Frequent compass error
observations required.

Approaching Ice

Readiness for Ice (Ref 7.40):

• The engines and steering gear must be reliable and quick to respond.
• Navigation and communication equipment must be equally reliable.
• Radar must be at peak performance.
• Ship must be ballasted / trimmed so propeller is completely submerged and as deep
as possible. However, excessive trim may affect manoeuvrability.

Indications of Icebergs / Drift Ice (ref 7.41 & 7.42): See ‘Ice’ notes.

Lookout (Ref 7.43): Experienced lookout posted, with specific instructions. Searchlights
turned on.
Radar Detection (Ref 7.44 & 7.45): 3cm radar set on 3 or 6 mile range as has better
discrimination. 10cm radar set on 12 or 24 mile range, for long range detection of ice. The
limitations of detecting ice by radar should be borne in mind. The echo return from ice
depends on its inclination as well as size and range.

Master’s Duties

Conduct (Ref 7.48): SOLAS requires the Master, when ice reported near the ship, to
proceed at a moderate speed or pass well clear.

Reporting Ice (Ref 7.49): On meeting dangerous ice - Type of ice

- Position of ice
- U.T. and date
Severe ice accretion - Air and sea temperatures
- Wind force and direction
- Position (nb. Not in actual Reg)
- U.T. and date

Ice Reports (Ref 7.50): Promulgated by the national authorities where ice is prevalent,
details of services contained in ALRS vol 3. Information also found in Sailing Directions and
from websites.

Ice Accumulation (Ref 7.51 – 7.55): See ‘Ice Accumulation / Accretion’ notes.

Operations in Ice

General Rules (Ref 7.56)

• Maintain freedom to manoeuvre.
• Keep moving.
• Work with ice movement, not against.
• Excessive speed leads to ice damage.
• A right-angle approach to ice.
• Ensure rudder amidships before making sternway.
• Avoid violent rudder movements, unless becoming beset.

Before Entering Ice (Ref 7.59): Ice should not be entered if an alternate route is available.
Consider:
• Latest ice reports and ice concentration.
• Time of year, weather and temperature.
• Area of operation.
• Availability of ice manoeuvring modes of equipment and machinery spaces.
• Availability of icebreakers / air support / advice for other ships.
• Ship’s Ice Class.
• State of hull, machinery, equipment, bunkers and stores.
• Draught, with respect to ice belt strengthening and propeller / rudder submersion.
• Experience of OOW / person in charge.
Ship handling in Ice

Leads (Ref 7.63): In Pack Ice every opportunity should be taken to use all leads and any
open water.

Making an Entry (Ref 7.64):

• Choose an entrance of least ice pressure, avoiding hummocking and rafting.
• Enter from leeward.
• Enter at a bight.
• Enter at right angles.
• Enter at low speed, but once into the ice the speed should be increased.

Speed in Ice (Ref 7.65): Too slowly a vessel risks being beset, too fast she risks damage
from collision.

Use of Engines and Rudder (Ref 7.66): Propeller(s) and rudder(s) are vulnerable. Engines
must be ready to go full astern at any time. Rudder should be amidships when going
astern. Violent rudder movements only used in an emergency, such as when beset. Too
much use of rudder when pushing through ice may bring the vessel to a stop.
Icebergs

Overview

Icebergs, expansive masses of floating ice, originate from ice tongues or ice shelves. An
ice shelf constitutes a vast expanse of floating sea ice, while an ice tongue is the
protrusion of a glacier floating on water. About 90% of the floating ice mass remains
submerged. The proportional dimensions fluctuate significantly, ranging from 1:5 for a
robust iceberg with steep sides to 1:1 for a heavily weathered iceberg featuring horns and
wings.

Glacier Icebergs

In the North Atlantic, the primary source of icebergs is the calving of glaciers in
Greenland. The ice cap in Greenland, covering an expansive 1,800,000 square kilometres
and reaching thicknesses of up to 3 kilometres, results in the formation of glaciers that
flow towards both the east and west coasts. As these glacier tongues meet the sea, they
partially float on the water before breaking off and giving rise to icebergs.

Typically, glacier icebergs display irregular shapes and can reach diameters of up to 500
meters. The largest ice tongues may produce tabular icebergs characterized by flat tops
and perpendicular sides. These icebergs are then transported by the prevailing currents in
the region, including the southward East Greenland Current, the northward West
Greenland Current, and the southward Labrador Current.

Icebergs originating from the east coast (numbering between 5,000 to 7,000) follow a
south-westward trajectory along the Greenland coast. Some of these icebergs endure the
journey into the Davis Strait, situated between Greenland and Newfoundland, while others
move southward from Greenland and gradually melt in the North Atlantic.

Icebergs originating from the west coast (ranging from 10,000 to 15,000) are carried north-
westward by the West Greenland Current. Some may overwinter in sea ice in Baffin Bay
and are subsequently transported southward by the Labrador Current. A significant portion
of these icebergs melts during their journey, and they often do not reach the Grand Banks
or the trans-Atlantic shipping lanes.

On average, approximately 484 icebergs cross the latitude 48N annually, although the
actual number can vary widely, ranging from 0 to 2,202. Icebergs seldom travel south of
40°N or east of 040°W, but occasional instances have been documented near Bermuda and
the Azores.

During the winter, icebergs are held in place by sea ice and are released during the spring
thaw. The iceberg season spans from February to July, with the maximum number of
icebergs typically present in May.
BRIDGE OPERATIONS
OFFSHORE INSTALLATIONS

Could be: oil fields; gas fields; wind farms; fish farms; wave generators.

Vessels passing close to or through an area of offshore activity must expect to encounter
navigational problems.
Some larger areas have Fairways for vessels transiting the area, to ensure safe passage and
the protection of the installations.

Offshore installation have a 500 m safety zone around their positions.

Associated problems:
• Fixed or Floating Production platforms, Drill Ships, Flotels, F.P.S.Os, F.S.Us,
S.B.Ms, wind turbines and associated Safety Zones.
• Uncharted structures,
• Structures ‘off station’.
• Large ship activity, e.g. Oil tankers, Construction, Pipe Layers.
• Small boat activity, e.g. Stand-by, Rig Supply, Seismic Survey, Anchor Handling,
Dive, R.O.V. Personnel transfer boats.
• Sudden a/c or change of speed by ships manoeuvring in area.
• Helicopter movements.
• Mooring buoys.
• Undersea pipes, wellheads etc preventing the use of anchors.
• Radio communications / audio equipment interference.
• ARPA / AIS overload.
• Background lights.
• Radar shadow sectors behind large structures.
• Fog Signals.
• Proximity to numerous dangers.
• Oil / gas leaks from submerged pipes.

Navigation considerations:
• Bridge Team.
• Respect all Safety Zones and Fairways. (MSN 1290).
• Highlight ‘safety zones’ and ‘no go areas’.
• Safe speed.
• Manual steering / 2nd steering motor. (SOLAS Regs 24 & 25, Annex 18)
• Reporting requirements.
• Equipment checks prior to entering.
• Appraise ‘focal points’ of heavy traffic density.
• Limited sea room for collision avoidance.
• Ensure Navigation Warnings are up to date, particularly ‘rig moves’.
• Radar range scale.
• Use of appropriate publications and largest scale chart.
• Contingency plans for restricted visibility or emergency must take into account the
possible restrictions on the use of anchors.
• Position fixing from charted, fixed objects. Care taken to identify the different
installations (AIS now fitted).
• Position fixing frequency.
• Position fixing method.
Information:

General:

Mariner’s Handbook, M Notices, B.P.G, SOLAS V, Annual Summary, Company Procedures,

Master’s Standing Orders.

Specific Areas:

Charts, ALLFS, Sailing Directions, Annual Summary, Nav Warnings.

T & Ps, Radio VHF warnings (Rig Information Broadcast), Port Authorities, previous Passage
Plans.
HELICOPTER OPERATIONS

Information sources: IAMSAR

Guide to Helicopter / Ship Operations. (ICS)
Helicopter Operations at Sea. (CAA)
International Code of Signals
Mariner’s Handbook
BPG
COSWP
ALRS
ISGOTT
Company Guidelines / Policies
Current M notices / Regs (MGN 325 & 433. MSN 1737.)

Bridge preparation considerations prior to operation:

• Risk assessment, inc preparation / verification of checklists
• Establish rendezvous area and ETA
• Obtain helicopter specifications and rendezvous plan / procedure (e.g. landing or
hoisting)
• Amend Voyage Plan, inc Contingency Plans
• Reporting requirements
• Bridge Team determined
• Bridge team experience, briefings and training
• Notice to E.R. of SBE requirements
• RAM signals tested
• Met forecast
• Lighting requirements assessed and tested
• Communications tested
• Documentation prepared
• ISPS considerations
• Helicopter drills
• D.P. wind sensors

Other on board considerations

• Departing personnel briefings
• LSA and FFA equipment prepared and tested
• Helicopter safety / handling equipment checked
• Deck area prepared, inc helicopter markings
• Deck team briefings and training
• Cargo venting requirements assessed
• Rotary blades, radius / down draught
• Loose objects on deck
• Static discharge
• Aerials / rigging
• Winch hook / wire
• Accidents: fire / explosion / ditching / fuel leak
• Funnel smoke
• Noise, affecting communications
• Passengers / watchers
• Stability (small vessels)
• Experience of personnel in deck parties
• Dangerous Goods

Helicopter on the way;

• Establish communications with helicopter:
o Rendezvous position
o Required course and speed of v/l at rendezvous
o Confirmation of plan / procedure, inc ‘chocking’ requirements
o Local weather details to helicopter
o Electronic navigation equipment requirements with helicopter
• Assess intended rendezvous position / track / passage plan
• Communications with deck party
• Confirmation that deck party / back up parties ready
• SBE / Hand steering
• RAM signals displayed
• AIS updated
• Wind sock (Code and Answering pennant)
• Securite message
• Non essential personnel clear of deck
• Casualty ready (if applicable), departing personnel ready, inc PPE
• Confirmation cargo venting requirements completed
• Helicopter Direction Beacon activated, if applicable
• OOW duties

Helicopter at ship:
• Communications with helicopter at their instigation only
• Communications with all deck parties
• Maintaining Co and Speed
• Deck lighting
• Record keeping
• OOW duties
POSITION FIXING CONSIDERATIONS

Visual Terrestrial:
Should always be used as ‘Primary’ method when possible.
Good accuracy.
Minimum 3 position lines. Angle of cut to be considered. (min’m 30°)
Time to obtain and plot.
Easy to cross check with DR or EP, or other visual position lines.
Subject to restricted visibility.
HSA & VSA. Sectored lights. Transits.
Fixed errors – Gyro / Compass errors.
Variable errors – Equipment, observer’s eye, rounding up of readings.
Blunders – Incorrect identification of objects.
Availability / positioning of repeaters.
Accuracy / reliability of the chart

Radar:
Coastal / restricted waters only.
Available 24 hours.
High accuracy for ranges. Low accuracy for bearings.
3cm better for land definition.
Subject to; Status of equipment, Shadow / blind sectors, half beam width extension,
tuning, gyro error, heading marker alignment.
New generation of low power radars are not always triggering the racons.

Parallel Indexing:
Proactive method of monitoring.
It is an aid to navigation and does not replace position fixing.
Good accuracy. 3cm radar best.
Requires conspicuous, good radar target.
Coastal / restricted waters only.
Reflection plotters can only be set for one radar range.
Appropriate range scale.
Subject to; radar performance, accuracy of radar vrm and brg cursor, shadow / blind
sectors, identity of target, gyro error / heading marker alignment, correct positioning /
plotting of p.i. lines.

Visual Celestial:
Should always be used on ocean passage to cross check Elec Nav fixing and for practice.
Good conditions, competent observer, accuracy ± 2.0 miles.
Single sight gives only a position line.
Stars the best as multiple position lines.
Position obtained only 3 times a day.
Subject to: cloud cover, availability, limited times when possible, sextant on board.
Fixed errors – Unknown index errors.
Variable errors – Observer’s eye, inaccuracies in runs.
Blunders – Incorrect identification of stars / planets, lengthy calculations.
Star azimuth spread.
Morning sun sight on beam best, or dead ahead.
All enclosed bridges cause difficulties.
GPS / GLONASS / GALILEO:
Main concern – over reliance.
Available 24 hours.
Global coverage. Good in all weathers.
Preferred use: GPS, low to middle latitudes.
Glonass, high latitudes.
Galileo, up to 75° latitude. (Availability?)
Accuracy 15 – 20 metres
Geometric Dilution Of Position (GDOP) is an indicator of the reliability (not the accuracy).
GDOP depends on the relative positions of the satellites to the receiver.
Solar activity may affect GPS transmissions.
Can be selectively jammed by transmitting station.
Can be maliciously jammed (car thieves)
Can be interfered by other signals. (GPS signal is weak) (Italian television)
Masking / shadow areas e.g. fjords due to steep coastlines / seagulls on antenna.
Failure of GPS affects: ECDIS, AIS, Tracking systems, D.P. Gyro etc
Fixed datums, usually WGS 84, are used, but chart may not be on same datum.

DGPS
Differential Global Positioning System also receives signals from terrestrial stations which
correct the celestial signals, giving accuracy to 30 centimetres. (14 DGPS stations around
the UK).

LORAN
The present system is termed eLoran (Enhanced Loran). This gives a Latitude and
Longitude. However, the majority of the Loran system has been mothballed whilst a
decision on its future is determined.
Its main advantage is the security of the signal.
At present the UK is assessing the improvement of eLoran by transmission of an additional
terrestrial based signal (similar to DGPS). This system is termed ‘differential eLoran’ or
‘dLoran’ for short.
Improved accuracy and reliability.
High power, low frequency signal, therefore very difficult to jam.
Range of approx 50 miles from the transmitting stations.
Accurate to 10 metres.
Transmitting stations are small, so can be located on oil / gas platforms at sea, thereby
improving the coverage area.
dLoran should be in place by 2013 in 7 major UK ports and by 2018 should cover all major
UK ports and T.S.S. around the coast.
Available 24 hours.

Logs:
Used for DR and EPs.
Accuracy: Electro magnetic logs; ± 1%.
Doppler log; bottom track 0.1%
water track ± 1%

Echo Sounder:
Only available in ‘shallower’ waters.
Can give a single position line.
Accuracy: 0 – 40m ± 1m.
Up to 400m ± 5%.
Correct transducer to be used.
Subject to; false echoes, multiple echoes, water salinity / temp / density changes, errors
in zeroing equipment, standard of equipment, reliability of charted information, nature of
seabed, aeration, effect of tides.
A.I.S.
Now fitted to buoys, oil rigs and other AtoN (Aids to Navigation – virtual AIS) and
structures to facilitate identification.

Fixing Frequency:

Considerations regarding the appropriate frequency of position monitoring should include:

• Proximity of navigational hazards, inc UKC

• Speed of vessel
• Manoeuvrability of vessel
• Current / Tidal stream effects
• Meteorological effects
• Reliability / Accuracy of position monitoring
• Availability of secondary position monitoring method
• Availability of other position fixing means
• Scale of chart
• Day / night passage
• Work / operation of vessel e.g. RAM
• Company requirements / Standing Orders.

Additional fixing may be required:

• Approaching landfall
• Manoeuvring required for traffic avoidance
• Approaching an alteration of course
• Completion of any manoeuvre
• Status of monitoring equipment changes
• Inconsistencies between Primary and Secondary methods
• Unpredicted external influences, e.g. tidal / wind
• If in doubt.

Electronic Charts:

2 types of Electronic Chart:

• Vector Charts
• Raster Charts

The only Electronic Chart system that meets IMO performance standards is an Electronic
Chart Display and Information System (ECDIS)
ECDIS must use official vector data produced / approved by the national Hydrographic
Office. These vector charts are classified as Electronic Navigational Charts (ENC).
An approved ECDIS using ENCs meet the SOLAS requirements for vessels to carry up to date
charts. (Additional requirements)

Although the vector data is available virtually worldwide it does not all meet the required
standards, so ECDIS is not yet worldwide.

Electronic Navigational Charts (ENC):

Uses digitised data which can be displayed as a seamless chart.
Information is ‘layered’ so that some information can be excluded from the display.
Symbols can be ‘interrogated’ to obtain more details.
No loss of definition when scale adjusted.
Guard / safety zones can be set up round the ship and alarmed.
Voyage Plans can be drawn up.

Non Approved Vector Charts:

A system that uses non approved vector charts is classified as an Electronic Chart System
(ECS). Such systems have no IMO adopted standards and therefore ECS is an aid and paper
charts must also be used.

Raster Navigational Charts (RNC):

RNCs are facsimiles of paper charts
They are not seamless.
They can be used on electronic presentations but they do not meet the requirements for
ENCs, therefore paper charts are still required. This type of electronic presentation is
termed a Raster Chart Display System (RCDS) and is also classified as an Electronic Chart
System (ECS).

Approved (ENCs) ECDIS

Vector Charts
Non approved ECS (aid to nav’n)
Electronic Charts

Raster Charts (RNCs) RCDS / ECS

(aid to nav’n)

Some systems can have radar and/or AIS information ‘overlaid’ on to the display.

SOLAS V Annex 14.

Mariners Handbook.
B.P.G.
MGNs 285, 360 & 379.
MAKING LANDFALL

Safety of v/l is main consideration; therefore, landfall should ideally be:

1) Marked with high power, high elevation light,
2) Good radar target,
3) Easily identifiable,
4) Clear of any dangers,
5) Adequate depth of water.

If landfall is not sighted v/l should not be running into dangerous waters before another
landfall can be obtained.

If soundings permit the echo sounder can be used to monitor landfall approach or give
warning that v/l is not following plan.

Other considerations include:

1) Sailing Directions information,
2) Methods of position fixing available,
3) Tides / Current
4) Visibility / other meteorological conditions,
5) Traffic density,
6) Equipment status,
7) Chart availability / scale,
8) Manoeuvrability of v/l
9) Nav warnings pertaining to area.
A contingency plan must be made for procedure to follow if landfall is not made as
predicted.
Parallel Indexing

Parallel indexing is a technique used as a measure to monitor the progress of a vessel on

the track and to minimise the cross-track distance and to keep vessel at a safe distance
from the shoreline or rock. The basic principle of this method is that in order to maintain
and follow a particular course – a bearing line drawn parallel to the original course with a
known and fixed perpendicular distance between both the lines is used as a reference.

The increase or decrease of the perpendicular distance between the bearing lines drawn
parallel to course-line and ship’s position at any time will indicate cross track deviation
from the initial planned course and thus advise a mariner if he/she is falling out of a
traffic lane, entering a traffic separation zone or closing in to a navigational danger.
The reference point from which the bearing line parallel to course line is drawn is taken as
a fixed buoy, light house, headland, jetty, fixed platform or fixed radar conspicuous
object. Thus the imaginary line drawn parallel to the course to steer from a fixed object is
always at a fixed distance from it. While a ship follows course to steer, parallel indexing
ensures it always remains at a fixed distance from a hazard. Thus parallel indexing is a
method to alert mariner that he has come close to a navigational hazard.

Parallel indexing technique can be used as it is provided in the options menu of marine
radar where distance between parallel lines can be fixed and it can also be set to maintain
safe distance from two fixed objects simultaneously on either side of a vessel. Upon
selecting Parallel Index lines in options menu – a set of floating lines parallel to each other
appears on the screen. The orientation of these lines can be set by using the EBL marker
and the distance between these lines adjusted by the VRM marker.

Parallel Indexing is:

• Proactive method.
• Position ‘monitoring’, not ‘fixing’.
• Good accuracy.
• 3cm radar preferred.

Requirements for reference point used for PI:

• Radar conspicuous.
• Easily identifiable.
• Distance from track / Appropriate radar range scale for passage.
• Available throughout.

Associated errors:
• Radar performance.
• v.r.m. accuracy.
• Bearing cursor accuracy.
• Gyro error.
• Heading marker alignment.
Steps:

1 2

3 4

5
INTERNATIONAL AERONAUTICAL & MARITIME SEARCH & RESCUE MANUAL

The primary purpose of the three volumes of IAMSAR is to assist States in meeting their
own Search & Rescue needs and obligations, as outlined in SOLAS and other conventions.
The volumes provide guidelines for a common aviation and maritime approach to
organising and providing SAR services.
Each IAMSAR volume relates to specific SAR duties:
• Vol I. Organisation and Management.
Global, National and Regional SAR systems, co-operation with other States.
• Vol II. Mission Co-ordination.
Personnel who plan and co-ordinate SAR operations and exercises.
• Vol III. Mobile Facilities.
Performance of a SAR, on-scene co-ordination, own emergency SAR aspects.

Volume III Mobile Facilities.

SOLAS Ch V Reg 21 requires all ships (except: vessels less than 150gt on international
voyages; vessels less than 500gt not engaged on international voyages; fishing vessels) to
carry an up to date copy of IAMSAR Vol III. Present Edition 2019
The primary purpose of the International Aeronautical And Maritime Search And
Rescue
(IAMSAR) manual, Volume III, is to assist with the execution of a search, rescue, or
on scene co-ordinator function, and also with aspects of SAR that pertain to own
ship emergencies.
Contents: Abbreviations & Acronyms.
Glossary.
Section 1: Overview. Section 2: Rendering Assistance.
Purpose. Initial Action by Assisting Craft.
Responsibilities and Obligations to Assist. Search Function.
SAR Co-ordination. Rescue Function.
National and Regional SAR Organisation. Other Assistance.
Ship Reporting Systems. Training.
Aircraft Reporting Systems.
Underwater Search and Rescue.
Section 3: On-scene co-ordination. Section 4: On-board emergencies.
Co-ordination of SAR Operations. General Advice.
Communications. Distress Alert Notification & Methods.
Planning and Conducting the Search. Cancellation of Distress Message.
Conclusion of Search. MEDICO / MEDEVAC.
Man Overboard.
Ship Emergencies at Sea.
Aircraft Emergencies.
Section 5: Multiple Aircraft SAR Appendices:
Operations. A: Regulation 33 SOLAS V.
General Guidance. B: Search Action Message.
Area of SAR Action. C: Factors Affecting Observer
Aircraft Coordinator. Effectiveness.
Communications. D: Standard Format for SAR Situation
Search Missions. Report
Evacuation Missions. (SITREP).
Long Range Operations. E: SAR Briefing and Debriefing Form.
F: Own Emergency.
G: Rendering Assistance.
H: Multiple Aircraft SAR Operations.
SEARCH & RESCUE

Master’s Obligation to Assist a Vessel in Distress:

SOLAS V Reg 33.
Exceptions: Unable;
Unreasonable; OLB entries required stating reason.
Unnecessary.
‘Unreasonable’ must consider distance from land and likely traffic density in area.
Master cannot decide ‘Unnecessary’. Vessel must be released from obligation by
OSC (On Scene Co-ordinator) or SMC (Search and Rescue Mission Co-ordinator).

On Receiving Distress:
Acknowledge receipt (GMDSS procedure to be followed if in A3 area)
Gather information - Position
Identity
Number of POB
Nature of distress
Type of assistance required
Number of victims
Course and speed of distress vessel
Type of vessel and cargo
Any other pertinent information
Send information - Own identity
Own position
Own speed and ETA
Bearing and distance of distress from you
Maintain continuous radio watch
Maintain communications
Establish communications with SMC

Proceeding To Area:
Establish a traffic co-ordinating system
Maintain AIS data & radar plots of all vessels
Estimate ETAs of all vessels
Assess and prepare for on scene operation - LSA equipment
Signalling equipment
Medical equipment
Miscellaneous equipment e.g. floodlights, cranes
Use all available means for locating distress
Extra lookouts when approaching area

SEARCH FUNCTION

Search Plan:
SMC provides the search action plan (may be amended by OSC for on-scene
conditions.)
Considerations - MPP of distress (Datum), allowing for drift
Search area
Facilities and equipment available
Selecting a search pattern
Planning on scene co-ordination

Establishing A Datum:
Considerations - Reported position and time of SAR incident;
Any supplementary information, e.g. DF bearings or sightings;
Time interval between the incident and the arrival of SAR facilities;
Estimated surface movement of survival craft (see 3-17)
- Surface current
- Leeway (Table 3:18)
- Survival Craft
- Number of persons
- Drogue used

Search Patterns:
Considerations - Number and type of assisting craft
Size of search area
Type and size of distressed craft
Meteorological visibility / Cloud ceiling
Sea conditions
Time of day
ETA at datum

Expanding Square Most effective when location is known within close limits
Search Good for searching for small objects
Good when no leeway
Used when 1 vessel only searching
Accurate navigation required

Sector Search Most effective when datum position accurately known

Used to search a ‘circular’ area
Not for multiple search vessels
Aircraft and vessel can use it
Marker may be used to mark the datum position
Radius 2 to 5 miles

Track Line Search Used when vessel or aircraft lost along a known route
Often used as an initial search effort
Search may be on one side of track and returning on other side
Good for aircraft searching due to high speed

Parallel Sweep Used to search a large area when datum uncertain

Search Can be divided into small areas for assignment to each vessel
Diagrams (3:30) for multiple search vessels

Search Area:
If necessary to commence search immediately assume radius = 10 miles
Otherwise consider - Track spacing (S)
Search speed (V)
Time available (T)
Track Spacing:
Spacing based on search object and visibility (Table 3-20 & 3-21)
Other factors - Sea conditions
Time of day
Position of sun
Effectiveness of lookouts

Search Speed:
All vessels search at the same speed, usually speed of slowest vessel. However the search
speed may need to be reduced in restricted visibility.

Lookouts:
By day - high up
By night - for’d and low down
Appendix C for factors affecting lookouts

Initial Search Unsuccessful:

Considerations - Recalculate datum & drift
New / expanded search pattern
Re-assess search spacing
Confirmation of original information
Communication with distress craft
Abandoning Search:
Continue to search until all hope gone - Survivability (Tables 3-41)
Detection chances
Can vessels stay in the area?
If terminating search, after consultation with SMC and other on scene facilities, a
message requesting all vessels transiting area to keep a good lookout is
transmitted.

RESCUE FUNCTION

Rescue Action Plan:

Usually prepared by SMC for implementation but OSC should assess best methods

Developing Rescue Plan:

Considerations - Risk to SAR personnel
Number, location and disposition of survivors
Condition / medical requirements of survivors
Meteorological / Sea conditions
Time of day
Survival equipment / rescue craft on hand

Rescue Successful:
Considerations - Ensure all survivors accounted for
SMC and all facilities informed
Debriefing of survivors
Medical / welfare / constant attention of survivors
Survivors delivered to a place of safety a.s.a.p.
Recording of details
 Contact with the media
ON SCENE CO-ORDINATOR

The SMC designates an OSC (the first vessel on scene usually assumes the role until the
SMC designation.) but ships may delegate role by mutual agreement
Factors when designating OSC - Communication facilities
Experience and training of Master and Officers
Language of Master and Officers
Manpower available on board
Location of ship in relation to SAR area
Speed of ship and ETA at SAR area
Length of time ship can remain on scene
Manoeuvring characteristics of ship
Facilities available on board

Duties - Co-ordination of SAR facilities

Receive ‘Search Action Plan’ from SMC
Amend / make own Search Action Plan as necessary for on scene conditions
Co-ordinate communications
Provide information to SAR facilities
Monitor performance of all facilities
Ensure safety
Periodical reports to SMC
Detailed records
Advise SMC to release facilities no longer required
Report survivor details to SMC
Request additional assistance if necessary e.g. Medevac

ON BOARD EMERGENCIES

Outlined in IAMSAR Vol III

Distress signals / methods
Distress message
Medico
Medevac
Man Over Board
Fire
Grounding
Hull damage
Collision
Abandoning ship
Medical emergencies
Piracy / Armed Robbers.

Training:
IAMSAR 2-56 to 2-63.
Bridge Procedures and Bridge Manning

Bridge Organisation

At all times, ship needs to be navigated safely in compliance with COLREGS and to ensure
the protection of the marine environment.
The risk that an error on the part of one person could result in a dangerous situation must
be eliminated.
See Bridge Procedure Guide, (BPG) Chapter 1. MGN 315, MSN 1868.

Bridge Composition

In determining the composition of a navigational watch the following factors should be

amongst those taken into consideration:
The Personnel:
• Knowledge of and confidence in the professional competence of any member of the
watch
• Experience of each OOW
• Familiarity of the OOW with the ship’s equipment, procedures and manoeuvring
capability
• Fitness for duty of any member of the watch
• Availability of assistance to be summoned immediately when necessary
The Ship:
• Availability and operational status of bridge equipment, controls and alarm systems
• Whether ship is fitted with automatic steering
• Rudder and propeller controls and ship manoeuvring characteristics
• Size of ship
• Field of vision available from conning position
• Layout of bridge
• Unmanned Machinery Space (UMS) controls and alarms
• Company Procedures / Masters’ Standing Orders / Charter Party.
The Work:
• Attention necessary when in T.S.S.s or other routeing schemes
• Making landfall
• Additional workload caused by the nature of the ship’s work, immediate operating
requirements and anticipated manoeuvres
• Additional workload caused by ongoing emergency situation
• Activities taking place on board ship, including radio communication activities
• Training
The Operating Environment:
• Visibility (inc day / night), state of weather and sea
• Traffic density and other activities occurring in the area
• Proximity of navigational hazards
• The need to ensure that at no time will the bridge be left unattended
• Security of vessel
• Local Regulations
Duties Of The OOW
OOW is Master’s representative and is primarily responsible for the safe navigation of the
ship and for complying with the COLREGS.
PRIMARY DUTIES
• Watchkeeping Maintaining a lookout
Collision avoidance in compliance with COLREGS
Checks of navigational equipment
General surveillance of the ship
Calling for support
Company procedures and Masters’ standing orders
Handing over the watch
Recording bridge activities

• Navigation Executing the Passage Plan safely

Monitoring the progress of the ship against the Passage Plan

• Radiocommunications Maintaining a continuous radio watch at sea

ADDITIONAL DUTIES e.g. cargo monitoring, control of machinery, control of ship

safety systems, administration communications, training
Additional duties should never interfere with Primary duties.

To accomplish the above the OOW must be conversant with:

Means of controlling direction,
Means of controlling speed,
Handling characteristics of the v/l,
Stopping distances of the v/l,
Use of all equipment / controls,
Ship legislation pertaining to OOW duties,
The ‘passage plan’,
GMDSS / communication requirements,
Emergency procedures.
Company procedures, Master’s Standing Orders

MAINTAINING A LOOKOUT See MGN 315, MGN137, IRPCS, STCW 95.

A proper lookout must be maintained at all times to serve the purposes of:
• Detecting other v/ls to ascertain if risk of collision exists
• Detection of ships / aircraft / personnel in distress, wrecks, debris
• Landfall
• Dangers to navigation
• Aids to navigation
• Operating environment e.g. meteorological
• Dangers to ship safety and environment
• Security matters e.g. pirates
• Sound signals
• Unusual sounds
• Radiocommunications
Lookout should be ‘by all available means appropriate in the prevailing circumstances and
conditions’.
Lookout should not be prevented from doing his duties by other work, i.e. helmsman
cannot also be classified as the lookout.
Under STCW the OOW may be the sole lookout, in clear daylight only, provided full
account of all relevant factors have been taken into account:
• Weather
• Visibility
• Traffic density
• Proximity to navigational hazards
• Other navigation duties e.g. TSS
• Availability of immediate assistance
• Bridge layout, inc arcs of visibility
• Manoeuvrability
• Status of bridge equipment
• Fatigue levels
• Other duties that OOW may have to engage in: e.g. communications; testing
equipment;
chart correcting and record keeping.
• Company requirements
• Security
COLLISION AVOIDANCE
OOW must comply with all aspects of IRPCS
OOW must be aware that other v/ls may not be complying with IRPCS
Nb. P & I report: only 20% of accidents occur when both v/ls underway. Main
contributory factor is insufficient lookout.

CHECKS OF NAVIGATIONAL EQUIPMENT

OOW should undertake operational checks every watch:
• Manual steering tested when auto pilot in use
• Gyro and magnetic compass errors obtained
• All repeaters synchronised with master, including repeaters in electronic nav
equipment
• Electronic nav equipment functioning correctly, including use of self test functions
• All inputs to electronic nav equipment correct
• Electronic nav equipment checked against independent source
• Recorder rolls correct
• Displays / indicators reading correctly
• Navigation lights
• Alarm systems functioning

OOW should check that his orders are been carried out fully

Before entering restricted waters full steering and engine checks should be undertaken

GENERAL SURVEILLANCE
OOW must maintain a high level of awareness regarding the ship and its day to day
operations.
May include a ‘helicopter’ like view over the deck or special arrangements in ‘pirate’
areas.
OOW must be aware of any work within the vicinity of the wheelhouse, aerials, radar
scanners, whistles etc.
OOW must ensure anti-pollution requirements are being observed.
CALLING FOR SUPPORT
Calling the Master / for support is not a sign of incompetence.
The presence of the Master does not relieve the OOW of his watchkeeping responsibilities.
The OOW is in charge until advised otherwise by the Master.
Master must be called when / if:
• Restricted visibility is encountered or suspected
• Traffic conditions or movements of other vessels are causing concern
• Failure to sight land / nav mark / sounding when expected
• The sighting of “ “ “ “ when not expected
• Unable to ascertain the vessel’s position
• If difficulties experienced maintaining a course
• Failure of engines / steering gear / nav equipment / alarms / radio equipment
• Possibility of damage in heavy weather
• V/l meets hazards to navigation, e.g. ice / derelicts
• Any type of emergency
• Unable to perform your own duties, e.g. illness
• In any doubt

The master may also instruct the OOW to call him at specific points in the Passage Plan.

COMPANY PROCEDURES AND MASTERS’ STANDING ORDERS

The OOW must be familiar with all the Company Manuals / Procedures. These deal with all
the general aspects / requirements of the ship, including watchkeeping / emergencies.
The Masters’ Standing Orders deal with his specific requirements on a day to day basis.
Masters’ Night Orders deal with his requirements for that overnight period and are written
as and when required
Masters’ Special Instructions deal with his requirements for a particular part of the
Passage Plan and are written as and when required.
HANDING OVER THE WATCH
OOW should not hand over the watch if he has any reason to believe that the relieving
OOW is unfit or unable to carry out his duties.
The watch should never be handed over whilst a manoeuvre is being undertaken. The
watch should be handed over on completion of the manoeuvre e.g. when the v/l is steady
on the new course.
Prior to taking over the watch the OOW should:
• Read any standing orders, night orders and special instructions
• Read latest meteorological forecast
• Read latest navigational notices
• Aware of the course of the ship – True, Gyro and Compass
• Aware of the Gyro Error and the Compass Error
• Aware of allowances made for current / tidal stream and / or leeway
• Aware of the position of the vessel and the methods used to monitor the Passage
Plan
• Aware of the speed of the vessel and the engine settings
• Aware of meteorological /sea factors e.g. visibility, swell
• Aware of all other traffic detected and their movements
• Aware of forthcoming manoeuvres
• Aware of forthcoming hazards
• Aware of operational condition of all equipment / machinery
• Aware of the draft and UKC as applicable
• Check that the lookout is posted and alert
• Aware of any work / operation on deck that may affect the seaworthiness / safety
of the vessel / pollution of the environment

RECORDING BRIDGE ACTIVITIES

At the end of the watch the OOW must complete proper and formal records of all
activities and incidents in the appropriate Log Books.
These should be made from the records kept throughout the watch e.g. Movement Book.
Recorder rolls should be marked, dated as appropriate.
The chart should not be erased until the completion of the passage.
The records should be sufficient so that the entire voyage can be ‘reconstructed’.
In specific situations the OOW must, in addition to their basic watchkeeping requirements,
undertake checks and take actions appropriate to the circumstances / prevailing situation.
WATCHKEEPING IN OPEN WATERS
• Monitor vessel’s position by all available means at appropriate intervals, practising
celestial navigation methods
• Observe reporting schemes for the area e.g. AMVER / AUSREP etc
• Monitor navigation warnings
• Monitor meteorological forecasts, including long range prognosis forecasts
• Observe meteorological conditions and their effects
• Practise radar techniques
• Prepare for landfall

WATCHKEEPING IN COASTAL / RESTRICTED WATERS

• Be fully conversant with the Passage Plan, including all contingencies
• Understand his role in the ‘Bridge Team’
• Use the most suitable large scale chart
• Monitor the vessels progress along the planned track at appropriate time intervals
• Use visual monitoring methods, if available, as the primary means of monitoring
• Positively identify all navigation marks
• Be aware of and comply with ship routeing schemes
• “ “ “ “ “ “ “ reporting “
• Monitor of local navigation warnings / information services
• monitor local weather information
• Be aware of the ship’s draft / UKC
• Be aware of the effects of squat how all these effect the ship’s
manoeuvrability
• Be aware of the ship’s stability
• Be aware of the E.R. status

WATCHKEEPING IN RESTRICTED VISIBILITY

If restricted visibility is encountered or suspected the OOW should
• Inform Master
• Exhibit navigation lights
• Commence sound signals
• Engines to stand-by
• Reduce to safe speed
• Radars operational
• Commence radar plotting
• Post extra lookout, for’d if required
• Engage manual steering
• Close watertight doors

WATCHKEEPING IN HEAVY WEATHER

OOW should monitor weather forecast and observe meteorological conditions prevailing.
When heavy weather predicted or expected the OOW should:
• Inform Master
• Inform C/O
• Inform E.R.
• Inform crew
• Inform galley
• Adjust course and speed as required to minimise impact
• Engage manual steering
• Consider seeking shelter
• Monitor weather forecasts / weather experienced
• Close watertight doors
• Monitor effects of heavy weather as regards stresses, watertight integrity etc

The OOW should ensure that steps have been undertaken to secure:
• Deck
• Galley
• E.R.
• Storerooms
• Safety lines rigged, if applicable
And inform Master when these are confirmed.

SOLAS requirements to issue TRS warnings must be observed.

WATCHKEEPING IN ICE
On detecting ice or being advised of its presence the OOW should:
• Inform Master
• Inform E.R.
• Adjust speed as required
• Monitor Ice Advisory Service broadcasts
• Transmit messages in accordance with SOLAS
• Engage manual steering
• Close watertight doors

WATCHKEEPING WITH PILOT ON BOARD

A Pilot is an adviser, a person with detailed local knowledge. A ‘Berthing Pilot’ may also
have extensive ship handling knowledge / experience.
The presence of a Pilot does not relieve the Master or OOW of their responsibilities or
duties.
When a Pilot arrives on board the Master and Pilot must exchange information. The ship’s
details are usually given to the Pilot in the form of a ‘Pilot Card’.
See BPG Annex A3
A preliminary Passage Plan should be prepared in advance, based on information available.
See BPG Annex A2
The Master and Pilot should discuss and agree on the final Passage Plan before the
pilotage commences.
The OOW should;
• Monitor the progress of the V/l’s along the planned track at appropriate intervals
• Ensure that verbal orders from Master / Pilot are understood and effected
• Understand the Pilots’ actions and intentions, bringing any doubt to the Master’s
attention
• Bring to the attention of the Pilot any concerns
• Monitor the UKC
• Ensure vessel is seaworthy at all times of pilotage, with particular respect to deck
lighting affecting visibility, crew at stations etc

WATCHKEEPING WHEN APPROACHING ANCHORAGE

OOW should:
• Understand the Passage Plan being used to bring the vessel to anchor position
• Have details of wind strength and direction
• “ “ “ current / tidal stream strength and direction
• “ “ “ times of tidal stream changes
• “ “ “ tide heights
• Monitor depth of water / UKC

To assist the Master the OOW should

• Keep him advised of position of vessel relative to the planned track
• “ “ “ “ “ “ “ “ “ “ “ anchor position
• “ “ “ “ the ship’s speed, over the ground and through the water
• “ “ “ “ the movement of other vessels in the anchorage and
approaches
• Monitor helmsman, indicators etc
• Verify anchors prepared
• Relay messages
• Carry out Masters’ instructions

WATCHKEEPING WHEN AT ANCHOR

The OOW should:
• Fix the v/l’s position on dropping the anchor
• Ascertain swing circle of v/l, based on length of cable + length of ship
• Select navigation marks / transits to monitor position of v/l
• Ensure appropriate lights and shapes displayed as per IRPCS
• “ “ “ “ “ “ “ “ local regulations
• Maintain a proper lookout, particularly for v/ls manoeuvring in the vicinity / small
v/ls coming alongside
• Assess the meteorological / tidal conditions and their effects
• Ensure security of vessel
• Ensure pollution control of v/l
• Maintain radio watch
• Be aware of the E.R. status and change accordingly
• Monitor UKC as appropriate
• Be aware of times / heights / rates of tides / tidal streams
• Ensure safety of v/l when swinging with tide
• Advise Master if anchor dragging / safety of v/l
• Check equipment as appropriate
• Maintain Log Books

ADDITIONAL WATCHKEEPING SCENARIOS

PREPARATIONS FOR SEA

• Cargo hatches secure
• Cargo gear stowed, inc derricks, cranes etc
• Fire fighting appliances stowed
• Decks clear of all loose equipment
• Cargo securely stowed
• All hull openings secure and watertight
• Scuppers cleared
• Stability and draft information available
• Stowaway checks
• Crew on board
• Passengers on board
• Sufficient fuel, stores, water on board
• Propeller and overboard checks
• Pilot boarding equipment positioned
• Anchors ready / secured as required
• E.R. ready
• Bridge equipment checked (see notes)

CHECKING BRIDGE EQUIPMENT PRIOR TO SAILING

Prior to sailing the following checks should be made:

• Steering gear in all modes, inc. emergency, auto and all indicators
• Radars operational
• Telegraph / E.R. controls
• Gyro error / gyros synchronised
• Magnetic compass error obtained
• Sound signals
• Nav lights/ /signals / flags
• Clocks synchronised
• Electronic navigation equipment
• Echo sounder
• Communication systems to E.R. / fore and aft
• VHF / GMDSS
• Passage Plan ready
• Navigation warnings up to date
• Meteorological forecast available
• Indicators / recorders aligned
• Alarm panel
• Window wiper / clearview screen
• Telescope / binoculars / azimuth rings positioned

Master to be advised on completion

PREPARATION FOR PORT ARRIVAL / RESTRICTED WATERS

The following checks / preparations should be made:

• Bridge Team requirements finalised
• Passage Planning requirements finalised e.g. ETAs, tidal predictions, fixing
frequency
• Local navigation warnings available
• Local Met forecasts
• Reporting requirements
• Steering tested in all modes, inc. emergency
• E.R. advised as to Stand-by requirements and fuel requirements e.g. low Sulphur
• Engines / Telegraph / Thrusters tested astern
• Clocks synchronised
• Communication systems
• Signalling equipment inc Flags
• Both radars operational
• Echo sounder
• Electronic Nav Equipment
• AIS updated
• Indicators and recorders
• Power to deck, as appropriate
• Anchors cleared, as appropriate
• Pilot boarding arrangements, as appropriate
• Pilot Card completed, as appropriate
• Stabilisers / log tubes retracted as appropriate
• Drafts available
Master Pilot relationship

MASTER / PILOT INFORMATION EXCHANGE.

Initial, immediate, exchange.

Master to Pilot: Position of LSA and Muster Point;

Present position;
Present course;
Present speed / engine setting;
Present traffic;
Pilot Card.

Pilot to Master: Identification / Certification;

Agreement of position.

Once on the bridge the Master and Pilot should discuss the proposed passage plan and any
concerns brought to the Pilots attention, so that he can clarify his reasoning behind his
chosen route. Any serious deviation from the ships prepared plan must be discussed in
detail. This is not always an easy part of the Master / Pilot relationship to achieve due to
the fact that in many ports the Pilot boards at a point where the vessel may be having to
make her approach into a navigationally restricted area which requires the full attention
of the bridge team. In such circumstances the Master should consider arranging for the
pilot to board sooner and further off or suspending the approach until he has discussed the
situation with the pilot.
The following factors should be amongst those considered for discussion:

Position Monitoring.
• Identity of OOW responsible for Position Monitoring.
• Current position.
• Means of Primary Position Monitoring to be utilised.
• Means of Secondary Position Monitoring to be utilised.
• Frequency of Position Monitoring.
• Conspicuous features for visual monitoring.
• Availability of transits and clearing bearings.
• Conspicuous features for radar monitoring.
• Suitable features for Parallel Indexing.
• Availability of other nav-aids.
• Possibility of echo sounder to be used for Position Monitoring.
• Defects or limitations of the nav-aids.
• Any Navigation Warnings relating to nav-aids.
• Defects and limitations of the ship’s Position Monitoring equipment.
• Which radar is available for Position Monitoring.
• Details of any Parallel Indexing set up.
• Meteorological conditions which may affect Position Monitoring.
• Background lights affecting nav-aids.
• Any ‘virtual’ Nav-Aids available for Position Monitoring

Reporting and Communication.

• Working language used on board.
• Working language for pilot / tug communications.
• Means of communicating pilot’s advice: through Master or direct to bridge team.
• Information that the pilot wishes to be communicated to him during passage.
cont’d
• Required listening Channels for VHF whilst under Pilotage.
• Reporting requirements: Receiving station
Method to be used
Channel / Frequency
Position / Time
Information required.
• Person responsible for reporting.
• Use of A.I.S. for reporting.
• Required lights / flags / sound signals.
• Incoming communications: Transmitting station
Method of transmission
Time of transmission
Navigational information available
Meteorological information available.

Tugs:
• Identity of tugs
• Position meeting / ETA for tugs.
• Number and power / capability of tugs.
• Position to make fast.
• Ship speed when passing lines.
• Maximum ship speed whilst tugs fast.
• Arrangements to make fast.
• Use to be made of tugs.
• Limitations & of tugs operation.
• Means of communication.
• Information tug requires from ship e.g. use of engines / bow thrusters.
• Procedure for letting-go tug.
• Contingency plan if tow line parts.
• Time period for extra tugs, if required for contingency.
• Is pilot leaving by tug.
• Will tug be standing-by whilst ship on berth.
• Receipts / paperwork required.

Moorings:
• How the moorings to be run ashore.
• Local regulations, e.g. rat guards / monkey’s fists not allowed.
• Required first line ashore.
• Subsequent order of moorings.
• Final number of required moorings.
• Use of anchor.
• If / how the moorings to be used to assist manoeuvring onto berth, e.g. tension to
apply.
• Agreed signalling method between ship mooring and shore mooring stations, if
required.
• Limitations of ships mooring equipment.
• Fendering arrangements ashore.
• Use of shore moorings.
• Special requirements of S.B.M. mooring.
THE PILOT CARD

Before the pilot boards the OOW should have filled in a pilot card similar to that shown in
the Bridge Procedures Guide, this will have most of the information that the pilot may
require. Any other information such as any particular problems or unusual characteristics
of the vessel or the handling characteristics should be brought to the pilots’ attention.

The pilot card should contain the following:

1. Ships name
2. Call sign
3. Port of Registry
4. Official Number
5. Year built or keel was laid
6. GRT & NRT
7. Deadweight
8. Displacement
9. Principal dimensions
10. Drafts
11. Air draft
12. Amount of anchor cable available and type of anchors
13. Engine type and manoeuvring speeds
14. Whether prop is fixed or CPP and left or right handed
15. Type of rudder, max angle and time from hard over to hard over
16. Manoeuvring data
17. Status of all navigational equipment
18. VHF channels being guarded
19. Any defects of nav equipment or of any gear which may affect the safety of the
vessel
20. Any other information as the OOW or Master may deem necessary
Ocean Passages for the World

Ocean Passages for the World is used when planning deep sea passages. The latest edition,
2018, has introduced a new format.

Ocean Passage for the World is now in two volumes:

Vol 1: Atlantic Ocean, Mediterranean Sea, Black Sea, Caribbean Sea and Gulf of Mexico.
Vol 2: Indian Ocean, Red Sea, Persian Gulf, SE Asia, Indonesia and Pacific Ocean.

Each section contains general information: meteorological, dangers and other factors that
could affect navigation, for the whole area. Information relevant to individual routes is no
longer given.

The routes are now based on AIS data collected over the period of one year. The most
frequently used routes between the busiest areas / ports are presented in graphical and
tabular format.

Major ports are shown and ‘connector’ waypoints (indicated by red circles) are given so
that routes spanning more than one area can be pieced together.

Intermediate waypoints and distances for individual routes are given.

Routes are shown with predominant currents, the current being for January.

Differing ‘seasonal’ routes are no longer shown but the general information does contain
information on meteorological and oceanographic variations throughout the year.

This edition appears to make no reference to different ‘powered’ vessels or to ‘moderate

draught’ vessels that were contained in previous editions.

Chapter 1, The Overview, contains: guidance on using the publication, terminology,

Loadline, meteorological and oceanographic data.
Emergencies

ENGINE FAILURE

1) Duty Officer to inform Master

2) Obtaining and plotting ships latest position on the chart, monitoring traffic and
ships drift.
3) Change over to manual steering. Use thrusters and rudder, if available to the best
advantage.
4) NUC signal
5) Broadcast warning to all ships in the Vicinity.
6) Prepare to anchor if in shallow waters.
7) In heavy weather, in proximity of land / isolated dangers, alter course to a correct
heading before losing ships way through the water. It would set the drift to a safe
direction away from danger.
8) In the above condition, if way is already lost, one could attempt to control /
change ships head to a desired direction by lowering one of the anchors to a depth of 4
shackles.
9) In case of imminent danger, consider assistance of 3rd party like tugs, etc.
10) Notify local Coastguard / VTS if appropriate.
11) Make appropriate entries in the log book.
12) Notify Company.
13) When Main Engines restored, cancel broadcast warnings and NUC signal.

STEERING GEAR FAILURE

1) Duty Officer to inform Master / Engine room and implement emergency steering
procedures.
2) Change over to manual steering and prepare for emergency steering.
3) Sound / display appropriate signals like NUC.
4) Notify VTS, local authorities and harbour authorities if appropriate.
5) Change over procedures :-
- Confirm both steering motors are on.
- Establish communication with steering flat.
- Ensure Gyro repeater in the steering flat is aligned.
- Helmsman available for steering in steering flat.
- Set control system to ‘Off’ position.
- Establish local steering
- Verify helm orders are repeated and executed from flat
6) When in proximity of land, clear anchors and have them ready for use. If in
confined waters, carry out emergency anchoring.
7) Consider reducing speed or stopping engines.
8) DSC Urgency alert transmitted.
9) Appropriate entries made in logbook.
10) As necessary, sound the general emergency alarm.
11) Notify company.
12) When steering restored, cancel any previous warnings broadcasted.
HEAVY WEATHER

1) Obtain all pertinent weather reports.

2) Record weather reports hourly to obtain trend or if in proximity of TRS.
3) Inform Master and Duty Engineer.
4) Engine room to be manned and engines on standby.
5) Post additional lookouts.
6) Both steering motors on and change over to manual steering.
7) Consider reducing speed if required.
8) Check and plot position regularly, to obtain ships behaviour.
9) Anchors to be lashed, alter course if required to provide crew safe access.
10) All cranes, gangway, ropes and stores to be secured.
11) Watertight doors and deadlights in accommodation and machinery spaces secured.
Weather deck openings closed.
12) All crew to be advised of circumstances and aware of restrictions if any (access to
weather deck).
13) Securing arrangements of Life raft , life boats, etc. to be checked and additional
lashings to be used if necessary.
14) Rig safety lines where required for access by crew.
15) Secure all loose items in Engine room, galley, accommodation, store rooms and
bridge.
16) Top up slack ballast tanks where possible.
17) Crew on exposed deck to be accompanied by a deck officer who shall maintain
radio communication.
18) When in ballast condition, consider taking heavy weather ballast in cargo tanks.
19) Notify company.

MALFUNCTION OF NAVIGATION EQUIPMENT

Position fixing equipment

1) Inform Master and ETO / Engineers.

2) If operational, use a secondary method to plot positions.
3) In coastal waters, use visual means to plot positions.
4) Reduce speed, if required, depending on the situation.
5) Use the Echo sounder to help monitor ships position.
6) If visibility is bad in coastal waters, increase distance from the coast or other
obstructions.
7) In open waters, obtain position by celestial observations.
8) Call and notify ships reporting systems.
9) Post extra lookouts.
10) Consider dual watch system.

Gyro

1) Inform Master / ETO / Engineers.

2) Engage 2nd Gyro unit if available.
3) Engage Hand steering and steer by magnetic compass/
4) Establish a rota for hand steering.
5) Calculate compass error, especially after altering course.
6) Consider the effect of Gyro failure on other Nav Aids.
7) Set Radar to Head up / Rel motion.
8) Satellite communication to manual heading input mode.
9) Inform company, logbook entry.
10) Extra lookouts.
11) Consider dual watch system.
MISCELLANEOUS
Standing/Night Orders
Company Procedure Manuals contain a comprehensive set of instructions / guidance on
general matters of how the Company’s ships are to be run. These normally relate to the
duties of individuals and to the general working practices to be followed.
STCW 95 (particularly Chapter VIII, Sections A and B) contains standards and guidance.

Masters’ Standing Orders

Master’s Standing Orders are how that Master requires that ship to be run. They are
specifically for the well being of the ship. They take into account the particular
circumstances of that ship, e.g. the trade, the trading area, the experience of the Bridge
Team, the status of navigation equipment, the command and control equipment onboard
etc.
Masters’ Standing Orders should not conflict with the ‘Company Procedures’ nor ‘Ship’s
Safety Management Systems’. They should be compatible with the Bridge Procedure Guide
and other guides / regulations.
They are not meant to impose limitations on the OOW but to provide guidance and
positive direction in the absence of the Master.
The Standing Orders should be available on the bridge for reference.
• Bridge watchkeeping and bridge manning requirements in all circumstances.
• The function and role of the Bridge Team and individual members.
• The watchkeeping schedule.
• Fitness for duty, including rest periods.
• The duties and conduct of OOW.
• Navigation in restricted visibility.
• " " restricted waters.
• " " T.S.S.
• " " heavy weather / ice.
• " " pilotage.
• Preparation for restricted waters / port arrival.
• The use of the bridge / navigation equipment.
• The testing of bridge / navigation equipment.
• The failure of bridge / navigation equipment.
• Calling the Master, including aspect of Master not available / indisposed.
• Handing over the watch to the Master or another OOW.
• Compliance with the IRPCS and the importance and requirements for keeping a
good lookout.
• The OOW as the sole lookout.
• Minimum passing distances.
• Distress / emergency situations and procedures.
• The protection of the marine environment.
• Manoeuvring characteristics of the ship.
• Engine room manning requirements / UMS.
• Log book entry requirements.
• Safety rounds.
• Voyage planning.
• Communication procedures.
• Mooring procedures.
• Watchkeeping in port.
• Security of the ship.
• Watertight integrity.
• Training of ship personnel.
• Suggestions for the improvement of procedures or practices.
The Standing Orders should be signed by the OOW, to show that he has read, understood
and will comply with them.

Night Orders
These are specific instructions that relate to that overnight period only. They should be
written as and when required, however, to meet Port State Control inspections some
Masters are writing comments every night.
Night Orders must be signed by the OOW before taking over the watch.

Special Instructions
These are needed for specific circumstances and should be written as and when required.
Examples are: the time / position to call the Master, the required position for SBE.
Often Special Instructions are marked on the chart.
Nautical Publications:

Carriage Requirements of Nautical Charts and Nautical Publications

SOLAS V Reg 19 /27 / Annex 3
& Mariner’s Handbook Annex A

• Full set of charts for the area

• International Code of Signals
• IAMSAR Vol 3
• Mariner’s Handbook
• Merchant Shipping Notices (MSN)
• Marine Guidance Notices (MGN)
• Marine Information Notices (MIN)
• Notice to Mariners
• Notice to Mariners, Annual Summary
• Admiralty List of Radio Signals
• Admiralty List of Light and Fog Signals
• Admiralty Sailing Directions
• Nautical Almanac
• Navigational Tables (omitted from Mariner’s Handbook)
• Tide Tables
• Tidal Stream Atlas
• Operating and Maintenance Instructions for Navigational Equipment

The charts or ECDIS referred to in Regulation 19.2.1.4 must be of such a scale and contain
sufficient detail as clearly to show:

1. all navigational marks which may be used by a ship when navigating the waters which
are covered by the chart;
2. all known dangers affecting those waters; and
3. information concerning any ships' routeing and ship reporting measures applicable to
those waters.

All charts and publications must be of the latest obtainable edition and be kept up to date
from the latest relevant obtainable notices to mariners and radio navigational warnings.

The following publications may be stored digitally:

ALLFS
ALRS
Tide Tables Must be ‘approved’ versions. (See www.dft.gov.uk/mca/)
Notice to Mariners
Charts

PUBLICATIONS

Catalogue of Admiralty Charts and Publications

• List of all Navigational and non-Navigational charts, giving Chart No, Title, Scale,
Publication date, Edition date.
• Plans showing chart coverage areas.
• List of all other publications produced by Admiralty, giving Edition dates.
• Details of Hydrographic Offices and Distributors of Admiralty Charts and Publications.
Ocean Passages of the World
• Ocean routeing information and should be consulted for other than coastal passages.
More information contained later in these notes.

Admiralty Sailing Directions

• Complementary to the relevant charts and other navigational publications.
• Amplify charted detail
• Diagrams showing chart coverage
• Full information pertaining to navigation / dangers of the Coastline
• Photographs / sketches of coastal features
• Offshore operation areas
• Harbour / Port details, inc limitations, restrictions, requirements and facilities
• Meteorological information
• Tidal and Current information
• Alphabetical Index of place names

The Mariners Handbook

• The Mariner’s Handbook is a reference book for mariners, giving information with
regards to the following: charts and publications, the use of navigational aids, operational
information and regulations, navigational hazards, natural conditions pertinent to sea /
weather, ice navigation, conversion tables.

The IMO Ship’s Routeing Guide

• Information on IMO approved routeing schemes.
• Rational and objectives of the scheme.
(see additional notes)

Tide Tables:
ADMIRALTY Tide Tables contain easy-to-use height, timing and tidal stream information to
support the planning of departure and arrival times. Coverage includes 500 standard and
5,700 secondary ports in the UK and Ireland, Europe, the Indian Ocean, South China Sea
and Pacific Ocean.

Each volume of Tide Tables includes:

• Daily high and low-water times and heights for standard ports, time and height
differences for secondary ports and harmonic constants for all ports where they are known
• Methods of prediction and information about the effects of meteorological conditions on
tides
• Additional information on exceptional tidal factors provided for each area
( information from UKHO.gov.uk )

Tidal Stream Atlases

• Booklets covering particular areas showing tidal set and rates in charted form for that
area based on HW time at a stated standard port.

Admiralty List of Radio Signals – ALRS Split into 6 separate volumes, some with 2 parts

Volume 1 (Parts 1 & 2) – Maritime Radio Stations (NP281)

• CRS
• Medical Advice
• SAR
• Radio reporting i.e. pollution, piracy
(Part 1 & 2 to cover worldwide)

Volume 2 Radio Aids to Navigation, Satellite Navigation Systems, Differential GPS (DGPS)
Legal Time, Radio Time Signals and Electronic Position Fixing Systems (NP282)
• Radio beacons etc.
• Time Signals
• Electronic Position Fixing System

Volume 3 (Parts 1 & 2) Maritime Safety Information Services (NP283)

• Radio Weather Services
• Navigation Warnings including Ice

Volume 4 Meteorological Observation Stations (NP284)

• Met Observation Station

Volume 5 Global Maritime Distress and Safety System (GMDSS) (NP285)

• GMDSS – Distress, SAR
• Satellite Navigation Systems including ‘Navstar’ & ‘Glonass’ systems
• DGPS stations & frequencies

Volume 6 (PARTS 1 & 2) – Pilot Services, Vessel Traffic Services and Port Operations
• Pilot Services
• Port Operations including radio procedures for port entry
(Part 1 & 2 to cover worldwide)
• Vessel Traffic Services & Reporting Systems

Admiralty List of Lights and Fog Signals - ALLFS

• Details of all lights, inc buoys, giving Position, Light Characteristics, Heights, Nominal
Range, Structure Description, Pertinent Information.
• Alphabetical Index of all lights
• Geographical Range Tables
• Luminous Range Diagram
• Explanation of light characteristics
• List of Abbreviations
• Details of corrections

Annual Summary of Admiralty Notices to Mariners

• Section 1 Annual notices of a permanent nature covering various topics and statutory
requirements including:
 Distress and rescue at sea
 Firing and practice exercise areas
 Mine danger areas
 Worldwide navigational warnings
 Ship reporting systems
 Electronic navigation charts
(Important to acquaint yourself with the full list)
• Section 2 Temporary and Preliminary notices
• Section 3 Amendments to Sailing Directions.
Admiralty Notices to Mariners
Contains Eight Sections
I Explanatory Notes. Publications List
II Admiralty Notices to Mariners. Updates to Standard Nautical Charts
III Reprints of NAVAREA I Navigational Warnings
IV Updates to Admiralty Sailing Directions
V Updates to Admiralty Lists of Lights and Fog Signals
VI Updates to Admiralty List of Radio Signals
VII Updates to Miscellaneous Admiralty Nautical Publications
VIII Updates on admiralty digital product and services.
At the rear is the Hydrographic note. This form is used for mariners to submit changes and
Errors in charts and publications. The information is submitted to the UK Hydrographic
Office (UKHO), assessed and used to issue updates and amendments.

Merchant Shipping Notices (MSNs)

• Conveys mandatory information that must be compiled with under UK legislation, they
relate to Statutory Instruments and contain technical details of regulations. (White colour)

Merchant Guidance Notices (MGNs)

• Provide advice and guidance to relevant parties in order to improve the safety of
shipping and life at sea, and to prevent or minimise pollution from shipping.
(Blue colour)

Merchant Information Notices (MINs)

• Provide information for a more limited readership, such as training establishment or
equipment manufacturers or which will only be used for a short period of time e.g.
timetables for MCA examinations, they usually have a fixed cancellation date (i.e. 12
months) after publication.
(green colour)

Standard Navigational Charts

• Small scale covers large area use for route planning, large scale greater detail smaller
area.
Largest scale used for harbour plans.
• Ensure all charts are fully up to date.
• Normally Mercator or Trasverse Mercator projections

Gnomonic Charts
• Used for route planning for Great Circle Sailing.
• Great circles are drawn as straight lines
• Lines of latitude are curves
• Lines of longitude are spokes from the point of projection.
• Gnomonic refers to the projection used to crate the chart

(Monthly) Ocean Routeing Charts:

1. For each month

2. Shipping Routes between major ports or landfalls
3. Distances
4. Title
 5. Main shipping routes between principal parts with mileage
6. Prominent geographical places and landmarks (indicated with sea passages and
course alteration points)
7. Load line zones (with dates and latitudes)
8. Iceberg limit
9. Max. limits of pack ice
10. Ocean currents
11. Wind (directions, frequency, Force indicated by arrow thickness)

Mete. Info. contained on 4 small chartIets:

12. Percentage frequency of winds force 7 and above
13. Mean air temperature and mean air pressure
14. Mean sea temperature and dew point temperature
15. Percentage frequency of low visibility of less than 5 miles and percentage
frequency of fog where visibility is less than ½ mile.

How Monthly routing Chart can be Appraised for Passage Plan:

1. Type of voyage
2. Different route options.
3. Frequently used routes.
4. Areas to avoid due to met.
5. Expected weather.
6. Expected current.
7. Expected speed made good.

Mariner's Routeing Guides:

1. Info. on Chart 5500 Mariner’s Routeing Guide to English channel and Southern North
Sea:
2. Publications to consult
3. Chart coverage
4. General / specific advice on passage planning
5. General recommendations on TSS
6. Specific recommendations for some vessel
7. Specific regulations for tankers
8. Advice for CBD vessels
9. Reporting regulations
10. Details of voluntary and mandatory reporting schemes.
11. Entry and reporting regulations (for Tankers)
12. Marine Radio Services (for Warnings)
13. Tidal info.
14. Deep Sea Pilotage service

Use of chart 5500

For radio procedures

Two chartlets used for a basic route then transferred onto chart.
Publications for appraisal
General routeing info. to advise on particular routes / recommended tracks
Reporting Scheme reports

Followings can be highlighted:

Main navigational marks for position monitoring

Critical areas using chartlets i.e.
Areas of radar surveillance, channels, transmission times.
Regulations for certain types of vessel.
Reporting points
Equipment requirements

Carriage requirements for Shipborne Navigational Systems and Equipment.

SOLAS V Regs 19 & 20.

Ships engaged on international voyages.

All ships 150grt and over and all passenger ships:

• Standard Magnetic Compass, able to be read from the steering position
• Spare Magnetic Compass
• Means of taking magnetic compass bearings over 360˚
• Means of correcting Compass headings / bearings to True
• Nautical charts and publications for an intended voyage (ECDIS may replace charts)
• Back up arrangement for any electronic chart system
• Global satellite system or terrestrial radio navigation system, or other means to
automatically update ship’s position throughout intended voyage
• External sound reception system if totally enclosed bridge (possible exemptions)
• Telephone or other means of communicating heading information to the emergency
steering position
• Daylight signalling lamp with independent power source
• Voyage Data Recorder (Passenger ships and RoRo ships only)
• Bridge Navigational Watch Alarm System.

All ships 300grt and over, in addition:

• Echo sounding device
• 9 GHz radar (3cm, X band)
• Electronic plotting aid (not required if ARPA stipulated)
• Speed and distance measuring device
• Transmitting heading device (not required if gyro stipulated)
• Automatic Identification System
• Long Range Identification & Tracker.

All ships 500grt and over, in addition:

• Gyro compass
• Gyro heading to be readable by helmsman
• Gyro repeater at emergency steering position
• Gyro repeaters to take bearings over 360˚
• Rudder, Propeller, Thrust, Pitch and operational mode indicators
• Automatic tracking aid.

All ships 3,000grt and over, in addition:

• 3 GHz radar (10cm, S band)
• Second automatic tracking aid
• Voyage Data Recorder.

All ships 10,000grt and over, in addition:

• Automatic plotting aid capable of 20 targets and trial manoeuvre functions
• Heading or Track Control system.

All ships 50,000grt and over, in addition:

• Rate of turn indicator
• Speed and distance indicator measuring over the ground, forward and
athwartships.
Summaries of equipment are in MCA SOLAS V:
• Annex 11 for "New Ships", and
• Annex 12 for “Existing Ships”.

Equipment must generally be certified to MED standards see MSN 1734 and MSN 1735.

MCA has detailed guidance on standards and operation of some specific navigational
equipment as follows:-
• VDR in MCA SOLAS V Regulation 20, Annex 10 and MGN 272
• Magnetic compasses in MCA SOLAS V Annex 13
• Electronic charts in MCA SOLAS V Annex 14
• Radar in MCA SOLAS V Annex 16
• AIS in MCA SOLAS V Annex 17 and MGN 324 & 465
• Steering Gear and Track Control Systems in MCA SOLAS V Annex 18
• Equipment Manuals in MCA SOLAS V Regulation 16 and Annex 7

General bridge gear should be tested in accordance with the ICS Bridge Procedures Guide.

Inspection and Survey of Navigational Equipment:

MCA guidance on the Inspection and Survey of Navigational Equipment is contained in MCA
SOLAS V Annex 20.

MGN 272 MGN 379

MGN 321 MGN 465
MGN 324

Carriage requirements for Radio Equipment.

The Merchant Shipping (Radio Installations) Regulations 1998.
Statutory Instrument 1998 No. 2070.

Ships over 500grt engaged on international voyages:

• VHF radiotelephone with channels 6, 13, 16 & 70
• VHF DSC on channel 70 (watch receiver)
• 2 x SART (3cm)
• Navtex receiver, if ship is in Navtex coverage area
• Enhanced Group Call receiver if outside Navtex coverage area (SAT C)
• EPIRB
• 3 x VHF portable radiotelephones (waterproof) + spare batteries
• Radiotelephone, on certain aeronautical frequencies, for S.A.R. (Passenger ships
only)
• MF radiotelephone with DSC
• Inmarsat Mobile Earth Station (SAT B or Fleet 77)
or
HF radiotelephone and DSC. (If in area A4 then HF radio + DSC is required).
ECDIS
Potential question re: Properties of Vector Charts;
Properties of Raster Charts.

Electronic Navigational Charts, (MGN 379, page 9)

• Individual items of digitised chart data.
• Displayed as a seamless chart.
• Appropriate detail for different navigational purposes e.g. Coastal;
Harbour approach;
Berthing.
• Amount of detail automatically reduces when scale is reduced.
• Individual items can be selected and all relevant information displayed.
• Information is layered.
• User can deselect certain data categories.
• Depth contour can be selected to provide an electronic safety contour / alarm.
Nb. Mariners warned of dangers of deselecting data.

Raster Chart Display System(MGN 285, page 13)

• Chart based system.
• Alarms not triggered by chart data.
• Datum shift, especially between charts.
• Display cluttered with radar and ARPA overlays.
• Look ahead - i.e. forward scanning - capability reduced.
• Single orientation only – i.e. only North up.
• Information cannot be interrogated.
• Can’t select safety contours.
• No single display style due to different source data.
• Zooming degrades display.
• Elec fixing methods and Raster Chart not compatible due to inferior chart
accuracy.

Potential question re: Paperless.

Navigational requirements if not carrying paper charts (as distinct from equipment
requirements) (MGN 379 page 9, MGN 285)
SOLAS requires:
• Electronic Chart Display and Information System (ECDIS).
• ECDIS must use Electronic Navigational Charts (ENC).
• ENC are: Vector charts;
Produced to IHO standards;
Authorised by the Government Hydrographic Office (UKHO).
• ENC not worldwide.
• ENC must be used where available.
• Obligation for competence and familiarisation with navigational equipment.

Potential question re: ECDIS equipment used in RCDS mode.

If ENC not available and ECDIS equipment is used as a RCDS:

• Appropriate portfolio of up to date paper charts must be used in conjunction.
• Risk assessment undertaken to determine optimum level of paper charts.
• Risk assessment assists ship’s operators to develop instructions / procedures.
• Risk assessment to: Identify hazards of using ECDIS in RCDS;
Establish severity of hazard;
Establish whether hazard is covered by satisfactory precautions.
• Severity: Trivial – no action required;
Tolerable – Additional controls and monitoring;
Moderate – Efforts made to reduce the risk;
Substantial – Urgent action required, ECDIS/RCDS not to be relied on;
Intolerable – ECDIS/RCDS not to be used until risk reduced.
• Risk assessment will: Define the hazard;
Calculate the risk;
Decide if risk is tolerable;
Control the risk and record procedures;
Review the risk and develop emergency procedures.
• Defining the hazard when using ECDIS in RCDS mode should include:
Hardware failure;
Software failure;
Power failure;
Failure to update charts correctly;
Input failure;
Virus infection;
Operator error.
• Considerations: Draught;
Dimensions of vessel;
Manoeuvring characteristics / stopping distances;
Squat;
Navigational constraints;
Weather;
Local assistance available;
Competence of ECDIS operators
Reliance of ECDIS for navigation;
Nature of the cargo.
• Control procedures: Ensure against over reliance, using PIs and visual;
Develop procedures to maximise efficiency of ECDIS/RCDS
Develop procedures to guard against human error;
Consider levels of training and familiarisation;
Ensure adequate technical support available;
Number and scale of paper charts being used.
Ship’s Routing

SHIP ROUTEING SCHEMES

Objectives.

To improve the safety of navigation in converging areas and in areas where the density of
traffic is great or where the freedom of movement is inhibited by; restricted sea room,
obstructions to navigation, limited depths or unfavourable meteorological conditions.
Precise objectives of each Traffic Separation Schemes and other routeing schemes may
include some or all of the following:
• The separation of opposing streams of traffic so as to reduce the incidence of head
on encounters.
• The reduction of dangers of collision between crossing traffic and shipping in
established traffic lanes.
• The simplification of patterns of traffic flow in converging areas.
• The organisation of safe traffic flow in areas of concentrated offshore exploration
or exploitation.
• The organisation of traffic flow in or around areas where navigation by all ships or
by certain classes of ships is dangerous or undesirable.
• The organisation of safe traffic flow in or around or at a safe distance from
environmentally sensitive areas.
• The reduction of risk of grounding by providing special guidance to vessels in areas
where water depths are uncertain or critical.
• The guidance of traffic clear of fishing grounds or the organisation of traffic
through fishing grounds.

The Bridge Procedures Guide summarises the objectives as;

• Reduce the risk of collision between ships in areas of high traffic densities.
• Keep shipping away from environmentally sensitive areas.
• Reduce the risk of grounding in shallow waters.

Adopted / Non Adopted

Details of approved schemes may be found in the:
• IMO Ships’ Routeing Guide.
• Annual Summary of Admiralty Notices to Mariners, Notice No 17.
• Navigational Chart may also state whether a scheme is IMO approved.
Adopted Scheme Non Adopted Scheme
1 These are adopted by IMO subject to:
• Justification that scheme will reduce damage and / or pollution;
• Does not unreasonably limit the sea area available for navigation;
• Does not impose unnecessary constraints on shipping;
• Sufficient nav-aids so that ship pos’n can be accurately obtained to comply with
Rule 10;
• Surveys in area are adequate;
• Accepted Passage Planning considerations;
• Design criteria for TSS & Routeing Schemes;
• Does not adversely affect locals and/or mineral resources and/or the environment;
• Does not affect established traffic patterns and/or routeing schemes;
• Does not affect required improvements to nav-aids or surveys in area.
Established by Government or Local Authorities
2 Rule 10 of IRPCS applies in or near adopted TSS and does not relieve any vessel of
her obligations under any other rule. Government or Local Authority lays down the
regulations governing its use. Such regulations may modify Rule 10 and any other Steering
and Sailing Rules

3 Intended for use by all vessels, day or night, any weather.Use of scheme may be
regulated by the Government or Local Authority.

Information Sources;

• IMO Ships’ Routeing Guide. • Navigational Charts.

• Annual Summary, Notice No 17. • Admiralty sailing Directions.
• Mariner Routeing Guide charts (5500, 5501, 5502). • Rule 10 IRPCS.
• Weekly Admiralty Notice to Mariners, inc T & Ps. • MGN 364
• ALRS Vol 6 – Pilot and Port Services.

Definitions.

Routeing System. Any system of routeing aimed at reducing casualties. Includes traffic
separation schemes, two way routes, recommended tracks, areas to be avoided, no
anchoring areas, inshore traffic zones, roundabouts, precautionary areas and deep water
routes.

Mandatory Routeing System. Routeing system adopted by IMO.

Traffic Separation Scheme. A routeing system aimed at the separation of opposing

streams of traffic.

Separation Zone or Line. A zone or line separating traffic lanes; or separating a traffic
lane from a sea area.

Traffic Lane. An area within defined limits in which one way traffic is established.

Inshore Traffic Zone. A routeing measure comprising a designated area between a traffic
separation scheme and the coast.

Two Way Route. A route within defined limits inside which two way traffic is established.

Recommended Route. A route of undefined width, for the convenience of ships in transit,
which is often marked by centre line buoys.

Recommended Track. A route that has been specially examined to ensure it is free of
dangers and along which ships are advised to navigate.

Deep Water Route. A route within defined limits which has been accurately surveyed for
clearance of sea bottom and submerged obstacles.

Precautionary Area. A routeing measure comprising an area within defined limits where
ships must navigate with particular caution.

Roundabout. A routeing measure comprising a separation point or circular separation

zone and a circular traffic lane within defined limits. Traffic is separated by moving in a
counter clockwise direction.
Hydrographic notes
HYDROGRAPHIC INFORMATION

Seafarers are encouraged to report hydrographic information to the UK Hydrographic

Office.
If / how the information will be used / promulgated will be determined by the
Hydrographer of the Navy.

Hydrographic Notes are available from:

• Weekly Notice to Mariners;
• Mariner’s Handbook;
• UKHO website.

The back pages of the weekly Notices to Mariners has:

• Form for reporting hydrographic information, termed Hydrographic Note;
• Instructions for completing a Hydrographic Note;
• Hydrographic Note For Port Information
• Instructions for completing a Hydrographic Note For Port Information.

In addition, the Mariner’s Handbook contains Hydrographic Notes relating to:

• GPS Observations Against Corresponding Chart Positions;
• Instructions for the above;
• Record Of Observations For Variation;
• Marine Bioluminescence Observation Reporting Form;
• Marine Life / Fishing Activity Reporting Form

Ref: Chapter 4 of The Mariner’s Handbook – Information Flow Between the UKHO and
Mariners.
 HYDROGRAPHIC NOTE H.102
(V8.0 Oct 2014)
Reporting information affecting Admiralty Products
For new information affecting Admiralty Charts and Publications forward to [email protected]
To report issues related to ENCs or their display forward to [email protected]
This form H.102 and instructions are available online at www.ukho.gov.uk/msi

Date Ref. Number

Name of ship or sender

IMO number if applicable

Address

E-mail/Tel/Fax of sender

General Locality

Subject
Position
Latitude Longitude
(see Instruction 2)
GPS Datum Accuracy

Admiralty Charts affected Edition

Latest Weekly Edition of
Notice to Mariners held
Replacement copy of Chart No IS / IS NOT required
(see Instruction 3)
ENCs affected

Latest update disk applied Week:

Make, model and or age of ECDIS
if applicable
Publications affected
(NP/DP number, Edition No.)
Date of latest supplement/update,
page & Light List No. etc
Details of anomaly / observation:

Name of observer/reporter

H.102A Submitted Yes/No H.102B Submitted Yes/No

Tick box if not willing to be named as source of this information

Alternatively use our new H Note App located here:

www.admiralty.co.uk/apps/h-note
INSTRUCTIONS

1. Mariners are requested to notify the United Kingdom Hydrographic Office (UKHO)
when new or suspected dangers to navigation are discovered, changes observed in
aids to navigation, or corrections to publications are seen to be necessary. Mariners
can also report any ENC display issues experienced. The Mariner's Handbook (NP
100) Chapter 4 gives general instructions. The provisions of international and
national laws should be complied with when forwarding such reports.

2. Accurate position or knowledge of positional error is of great importance. Where

latitude and longitude have been used to specifically position the details of a report,a
full description of the method used to obtain the position should be given. Where
possible the position should be fixed by GPS or Astronomical Observations. A full
description of the method, equipment, time, estimated error and datum (where
applicable) used should be given. Where the position has been recorded from a
Smart Phone or Tablet, this is to be specifically mentioned. When position is defined
by sextant angles or bearings (true or magnetic to be specified), more than two
should be used in order to provide a redundancy check. Where position is derived
from Electronic Position Fixing (eg LORAN C) or distances observed by radar, the
raw readings of the system in use should be quoted wherever possible. Where
position is derived after the event, from other observations and/or Dead Reckoning,
the methodology of deriving the position should be included.

3. Paper Charts: A cutting from the largest scale chart is often the best medium for
forwarding details, the alterations and additions being shown thereon in red. When
requested, a new copy will be sent in replacement of a chart that has been used to
forward information, or when extensive observations have involved defacement of
the observer's chart. If it is preferred to show the amendments on a tracing of the
largest scale chart (rather than on the chart itself) these should be in red as above,
but adequate details from the chart must be traced in black ink to enable the
amendments to be fitted correctly.

4. ENCs: A screen shot of the largest scale usage band ENC with the alterations and
additions being shown thereon in red. If it is to report an issue with the display of an
ENC, a screen shot of the affected ENC should be sent along with details of the
ECDIS make, model or age and version in use at the time.

5. When soundings are obtained The Mariner's Handbook (NP 100) should where
possible be consulted. It is important to ensure that full details of the method of
collection are included with the report. This should include but not limited to:
1. Make, model and type of echo sounder used.
2. Whether the echo sounder is set to register depths below the surface
or below the keel; in the latter case the vessel's draught should be given.
3. Time, date and time zone should be given in order that corrections for
the height of the tide may be made where necessary, or a statement made
as to what corrections for tide have already been made.
4. Where larger amounts of bathymetric data have been gathered, only
those areas where a significant difference to the current Chart or ENC
should be specifically mentioned on the H102. The full data set may also
be sent in, with an additional note added to this effect. If no significant
differences are noted, the bathymetric data may still be of use, and sent in
accordingly. Where full data sets are included, a note as to the data owner
and their willingness for the data to be incorporated into Charts and ENCs
included.
6. For Echo Sounders that use electronic ‘range gating’, care should be taken
that the correct range scale and appropriate gate width are in use. Older
electro-mechanical echo sounders frequently record signals from echoes received
back after one or more rotations of the stylus have been completed. Thus with a set
whose maximum range is 500m, an echo recorded at 50m may be from depths of
50m, 550m or even 1050m. Soundings recorded beyond the set's nominal range
can usually be recognised by the following:

(a) the trace being weaker than normal for the depth recorded;
(b) the trace passing through the transmission line;
(c) the feathery nature of the trace.

As a check that apparently shoal soundings are not due to echoes received beyond
the set's nominal range, soundings should be continued until reasonable agreement
with charted soundings is reached. However, soundings received after one or more
rotations of the stylus can still be useful and should be submitted if they show
significant differences from charted depths.

7. Reports which cannot be confirmed or are lacking in certain details should not
be withheld. Shortcomings should be stressed and any firm expectation of being
able to check the information on a succeeding voyage should be mentioned.

8. Reports of shoal soundings, uncharted dangers and aids to navigation out of order
should, at the mariner's discretion, also be made by radio to the nearest coast radio
station. The draught of modern tankers is such that any uncharted depth under 30
metres or 15 fathoms may be of sufficient importance to justify a radio message.

9. Changes to Port Information should be forwarded on Form H.102A and any

GPS/Chart Datum observations should be forwarded on Form H.102B together with
Form H.102. Where there is insufficient space on the forms additional sheets should
be used.

10. Reports on ocean currents, magnetic variations and other marine observations
should be made in accordance with The Mariner's Handbook (NP 100) Chapter 4
with forms also available at www.ukho.gov.uk/msi.

Note. - An acknowledgement or receipt will be sent and the information then used to the best
advantage which may mean immediate action or inclusion in a revision in due course; for
these purposes, the UKHO may make reproductions of any material supplied. When a
Notice to Mariners is issued, the sender's ship or name is quoted as authority unless (as
sometimes happens) the information is also received from other authorities or the sender
states that they do not want to be named by using the appropriate tick box on the form. An
explanation of the use made of contributions from all parts of the world would be too great a
task and a further communication should only be expected when the information is of
outstanding value or has unusual features.
 HYDROGRAPHIC NOTE FOR PORT
H.102A
INFORMATION (V7.0 Jan 2013)
(To accompany Form H.102)

Reporting Port Information affecting Admiralty Products

NAME OF PORT

APPROXIMATE POSITION Latitude Longitude

GENERAL REMARKS
Principal activities and trade.
Latest population figures and
date.

Number of ships or tonnage

handled per year.

Maximum size of vessel handled.

Copy of Port Handbook (if

available).

ANCHORAGES
Designation, depths, holding
ground, shelter afforded.

PILOTAGE
Authority for requests.

Embark position.

Regulations.

DIRECTIONS
Entry and berthing information.

Tidal streams.

Navigational aids.

TUGS
Number available.

WHARVES
Names, numbers or positions &
lengths.

Depths alongside.

CARGO HANDLING
Containers, lighters, Ro-Ro etc.
 HYDROGRAPHIC NOTE FOR PORT
H.102A
INFORMATION (V7.0 Jan 2013)
(To accompany Form H.102)

REPAIRS
Hull, machinery and underwater.

Shipyards.

Docking or slipping facilities.

(Give size of vessels handled or
dimensions)

Divers.

RESCUE AND DISTRESS

Salvage, Lifeboat, Coastguard,
etc.

SUPPLIES
Fuel.
(with type, quantities and methods
of delivery)

Fresh water.
(with method of delivery and rate
of supply)

Provisions.

SERVICES
Medical.

Ship Sanitation.

Garbage and slops.

Ship chandlery, tank cleaning,

compass adjustment, hull
painting.

COMMUNICATIONS
Nearest airport or airfield.

Port radio and information

service. (with frequencies and
hours of operating)

PORT AUTHORITY
Designation, address, telephone,
e-mail address and website.
 HYDROGRAPHIC NOTE FOR PORT
H.102A
INFORMATION (V7.0 Jan 2013)
(To accompany Form H.102)

VIEWS
Photographs (where permitted) of
the approaches, leading marks,
the entrance to the harbour etc.

ADDITIONAL DETAILS

NOTES:

1. Form H.I02A lists the information required for Admiralty Sailing Directions and has been
designed to help the sender and the recipient. The sections should be used as an aide-
memoir, being used or followed closely, whenever appropriate. Where there is insufficient
space on the form an additional sheet should be used.

2. Reports which cannot be confirmed or are lacking in certain details should not be
withheld. Shortcomings should be stressed and any firm expectation of being able to check
the information on a succeeding voyage should be mentioned.
 HYDROGRAPHIC NOTE FOR
GNSS OBSERVATIONS AGAINST CORRESPONDING BRITISH H.102B
ADMIRALTY CHART POSITIONS (V7.0 Jan 2014)
(To accompany Form H.102)

Chart/ENC in use
Time/Date (SEE NOTE 3a) Latitude/Longitude of position read Latitude/Longitude of position read from Additional
of Edition Date & from Chart/ECDIS GNSS Receiver (on WGS84) Information/Remarks
Observation Number / ENC NM / ENC (SEE NOTE 3b) (SEE NOTE 3c) (SEE NOTE 3d)
update status

NOTES:
1. This form is designed to assist in the reporting of observed differences between WGS84 datum and the geodetic datum of British
Admiralty Charts by mariners, including yachtsmen and should be submitted as an accompaniment to Form H.102 (full instructions for
the rendering of data are on Form H.102). Where there is insufficient space on the form an additional sheet should be used.
2. Objective of GNSS Data Collection

The UK Hydrographic Office would appreciate the reporting of Global Navigation Satellite Systems (GNSS) positions, referenced
to WGS84 datum, at identifiable locations or features on British Admiralty Charts. Such observations could be used to calculate
positional shifts between WGS84 datum and the geodetic datum for those British Admiralty Charts which it has not yet been possible
to compute the appropriate shifts. These would be incorporated in future new editions or new charts and promulgated by Preliminary
Notices to Mariners in the interim.
It is unrealistic to expect that a series of reported WGS84 positions relating to a given chart will enable it to be referenced to that
datum with the accuracy required for geodetic purposes. Nevertheless, this provides adequate accuracy for general navigation,
considering the practical limits to the precision of 0.2mm (probably the best possible under ideal conditions – vessel alongside, good
light, sharp dividers etc), this represents 10 metres on the ground at a chart scale of 1:50.000.
It is clear that users prefer to have some indication of the magnitude and direction of the positional shift, together with an
assessment of its likely accuracy, rather than be informed that a definitive answer cannot be formulated. Consequently, where a
WGS84 version has not yet been produced, many charts now carry approximate shifts relating WGS84 datum to the geodetic datum
of the chart. Further observations may enable these values to be refined with greater confidence.
3. Details required

a. It is essential that the chart number, edition date and its correctional state (latest NM) are stated. For ENCs, please state
the ENC name and latest update applied.
b. Position (to 2 decimal places of a minute) of observation point, using chart graticule or, if ungraduated, relative position by
bearing/distance from prominent charted features (navigation lights, trig. points, church spires etc.).
c. Position (to 2 decimal places of a minute) of observation point, using GNSS Receiver. Confirm that GNSS positions are
referenced to WGS84 datum.
d. Include GNSS receiver model and aerial type (if known). Also of interest: values of PDOP, HDOP or GDOP displayed
(indications of theoretical quality of position fixing depending upon the distribution of satellites overhead) and any other
comments.
OBLIGATION TO REPORT

SOLAS V Regs 31and 32 outline the requirements of a Master to report navigational

dangers:

• Dangerous ice;
• Dangerous derelict;
• Other direct danger to navigation;
• Tropical storm;
• Winds of force 10 or above;
• Severe ice accretion.

To all ships in the vicinity and to the competent authority.

Required Information.

Dangers to Navigation:
• Kind of ice, derelict or danger;
• Position of danger;
• Time and date (U.T.)

Storms:
• Statement that storm has been encountered;
• Time and date (U.T.);
• Position;
• Barometric pressure, corrected and units;
• Barometric tendency;
• Wind force and direction;
• Sea state; Information regarding sea and swell not
• Swell, height, direction and length; required for winds of force 10 or above.
• Course and speed of ship.

Updates requested at 1 – 3 hourly intervals.

Ice Accretion:
• Time and date (U.T.);
• Air temperature;
• Sea temperature;
• Wind force and direction.
REGULATIONS / CONVENTIONS / GUIDES
(Relating to the Management of the Bridge)

• I.S.M.
• S.T.C.W.
• SOLAS Ch V.
• B.P.G.
• MSN 1868
• MGN 315

INTERNATIONAL SAFETY MANAGEMENT (ISM) CODE

Rationale
The Master is clearly responsible for the safety of the ship and its crew but the overall
responsibility for the administration and safe operation rests with the Company.
The vast majority of shipping accidents are attributable to human error, therefore the
task facing all ship operating companies is to minimise the scope for incorrect or poor
decisions. Every action affecting safety or pollution prevention must be based on sound
organisational practices.

Objectives
The ISM code sets an international standard for the safe management and operation of
ships and requires companies to document and implement clear procedures, standards and
instructions for safety management ashore and afloat.
The objective is to:
• Ensure safety at sea,
• Prevention of loss of life or injury,
• The avoidance of damage to the environment or property.

STANDARDS OF TRAINING, CERTIFICATION AND WATCHKEEPING

STCW 78 (as amended).

Regulated by the International Maritime Organisation (IMO).

Mandatory standards of competence and other mandatory provisions necessary to ensure

that all seafarers shall be:
• properly educated;
• trained;
• adequately experienced;
• skilled;
• competent.
to perform their duties in a manner which provides for the safety of life and property at
sea and the protection of the marine environment.

Management Level: Level of responsibility associated with Master, C/O, C/E or 2/E and
ensuring that all functions within the designated area of responsibility are properly
performed.
Operational Level: Level of responsibility associated with OOW (Deck), OOW (Eng),
designated Duty Engineer or R/O and maintaining direct control over the performance of
all functions within designated area of responsibility in accordance with proper procedures
and under the direction of a person from ‘Management Level’.

61 | P a g e
Support Level: Level of responsibility associated with performing assigned tasks,
duties or responsibilities under the direction of person from ‘Operational’ or
‘Management’ level. (e.g. Cadet, Rating etc.)

Chapter Section A Section B

I Standards Guidance General Provisions
II " " Master and Deck Department
III " " Engine Room
IV " " Radio Personnel
V " " Personnel on certain types of ship
VI " " Emergency. Safety, Medical and Survival
VII " " Alternative Certification
VIII " " Watchkeeping

SOLAS CHAPTER V, SAFETY OF NAVIGATION

Present edition came into force on 1 July 2002 and is implemented under UK legislation by
the Merchant Shipping (Safety of Navigation) Regulations, 2002. The MS (Safety of
Navigation) Regulations 2002 apply to all UK ships wherever they may be and to all other
ships while they are in UK waters.
Amendments or additions to the IMO Regulations are implemented from time to time
through IMO Resolutions.

The MCA website (https://mcanet.mcga.gov.uk/public/c4/Solasv/index.html) for SOLAS

Chapter V has been prepared to help ship-owners, masters, crews and industry to
understand and comply with the SOLAS Regulations and offers practical guidance on how
they should be implemented.
The MCA website for SOLAS V contains;
• Summary of each regulation;
• The actual regulation;
• MCA guidance to the regulation;
• References e.g. applicable MGNs;
• Links to the relevant Annexes.

Regulations
Reg 1 Application.
Reg 2 Definitions.
Reg 3 Exemptions and Equivalents.
Reg 4 Navigational Warnings.
Reg 5 Meteorological Services and Warnings.
Reg 6 Ice Patrol Service.
Reg 7 Search and Rescue Services.
Reg 8 Life-Saving Signals.
Reg 9 Hydrographic Services.
Reg 10 Ships' Routeing.
Reg 11 Ship Reporting Systems.
Reg 12 Vessel Traffic Services.
Reg 13 Establishment and Operation of Aids to Navigation.
Reg 14 Ships' Manning.
Reg 15 Principles relating to Bridge Design and Arrangement of Navigational Systems and
Equipment and Bridge Procedures.
Reg 16 Maintenance of Equipment.
Reg 17 Electromagnetic Compatibility.
Reg 18 Approval, Surveys and Performance Standards of Navigational Systems and

62 | P a g e
Equipment and Voyage Data Recorder.
Reg 19 Carriage Requirements for Shipborne Navigational Systems and Equipment.
Reg 19-1 Long Range Identification and Tracking of Ships.
Reg 20 Voyage Data Recorders.
Reg 21 International Code of Signals and IAMSAR Manual.
Reg 22 Navigation Bridge Visibility.
Reg 23 Pilot Transfer Arrangements.
Reg 24 Use of Heading and/or Track Control Systems.
Reg 25 Operation of main source of Electrical Power and Steering Gear.
Reg 26 Steering Gear: Testing and Drills.
Reg 27 Nautical Charts and Nautical Publications.
Reg 28 Records of Navigational Activities and Daily Reporting.
Reg 29 Life-Saving Signals to be used by Ships, Aircraft or Persons in Distress.
Reg 30 Operational Limitations.
Reg 31 Danger Messages.
Reg 32 Information required in Danger Messages.
Reg 33 Distress Situations: Obligations and Procedures.
Reg 34 Safe Navigation and Avoidance of Dangerous Situations.
Reg 34.1 Master’s Discretion.
Reg 35 Misuse of Distress Signals.
Regulation Appendix

Annexes
Annex 1 Categories Of Waters And Classes Of Ships.
Annex 2 Table of Requirements for Ships.
Annex 3 Nautical Charts and Publications.
Annex 4 WMO Maritime Services.
Annex 5 Use Of IMO-Adopted Routeing Systems.
Annex 6 Principles of Safe Manning.
Annex 7 Equipment Manuals - IEC Requirements.
Annex 8 Performance Standards and Type Approval.
Annex 9 IMO Performance Standards for Navigational Equipment.
Annex 10 Voyage Data Recorders (VDRS).
Annex 11 Navigation Equipment - New Ships.
Annex 12 Navigation Equipment - Existing Ships.
Annex 13 Magnetic Compass.
Annex 14 Electronic Charts.
Annex 15 Radar Reflectors.
Annex 16 Radar Equipment.
Annex 17 Automatic Identification Systems (AIS).
Annex 18 Steering Gear, Heading and Track Control Systems.
Annex 19 High Speed Craft Code - Chapter 13.
Annex 20 Inspection and Survey of Navigational Equipment.
Annex 21 Recording of Navigational Events.
Annex 22 Passenger Ship - Operational Limitations.
Annex 23 Voyage Planning.

BRIDGE PROCEDURE GUIDE

Fifth Edition 2016.

The Bridge Procedure Guide is in line with the standards and recommendations adopted by
IMO. It reflects current best navigational practices. It is aimed primarily as a reference
publication for Masters and Officers in charge of a navigational watch.

63 | P a g e
The Bridge Procedure Guide stresses the importance of effective bridge procedures for:
• safe navigation;
• efficient operations;
• pollution prevention.
The Bridge Procedure Guide recognises that working in isolation, rather than as an
effective bridge team, creates the potential for a single point failure with the risk of an
error going unnoticed or undetected.
The Bridge Procedure Guide recognises that good bridge practices are the result of:
• clear operational requirements (as per SMS and Master’s Standing Orders);
• effective management of bridge personnel;
• thoroughly prepared Passage Plan (sic).

CONTENTS

Section 1 Effective Bridge Organisation.

• Overview;
• Bridge Resource Management and the Bridge Team;
• Company Policy and Procedures;
• Mobile Phones and Personal Electronic Devices;
• Bridge Internet and Email;
• Emergency Preparedness.

Section 2 Passage Planning.

• Principles;
• Responsibility for Passage Planning;
• Appraisal;
• Planning
• Execution and Monitoring the Passage Plan.

Section 3 Duties Of The Officer Of The Watch.

• Overview;
• Effective Watch Handover;
• Managing the Bridge Watch;
• Maintaining a Proper Lookout;
• Bridge Navigational Watch Alarm System;
• Calling the Master;
• Familiarity with Bridge Layout and Equipment;
• Situational Awareness;
• Monitoring Shipboard Operations;
• Navigation and Control;
• Monitoring the Passage;
• Compliance with COLREGS;
• Navigation under Pilotage;
• Maintaining and Anchor Watch;
• GMDSS Watchkeeping;
• Long Range Identification and Tracking;
• Ensuring Environmental Compliance;
• Periodic Checks of Navigational Equipment;
• Recording Bridge Activities;
• Emergency Situations;
• Danger Reporting;
• Helicopter Operations;
• Security Awareness.

64 | P a g e
Section 4 Operation and Maintenance of Bridge Equipment.
• General;
• Steering Gear and the Automatic Pilot;
• Compass Systems;
• Speed and Distance Log;
• Echosounders;
• Bridge Navigational Watch Alarm System;
• Navigation Lights and Signalling equipment;
• Voyage Data Recorder;
• Electronic Position-Fixing Systems;
• Automatic Identification System;
• Radar and Radar Plotting Aids;
• Charts and Nautical Publications;
• Electronic Chart Display and Information System;
• Integrated Bridge Systems and Integrated Navigation Systems;
• GMDSS Communications.

Section 5 Pilotage.
• Overview;
• Preparation for Pilotage;
• Safe Pilot Boarding;
• Master/Pilot Information Exchange;
• Duties and Responsibilities;
• Manoeuvring;
• Preparing the Outbound Pilotage Plan;
• Pilot Exemption Certificates;
• Deep Sea Pilots.

ANNEXES
Annex 1 Dynamic Positioning.
Annex 2 ECDIS Carriage Requirements.
Annex 3 Checklists.
Section A - Pilotage:
• Master/Pilot Information Exchange;
• Pilot Card;
• Wheelhouse Poster;
• Required Boarding Arrangements for Pilots.

Section B - Bridge:
• Steering Gear Test Routines;
• Example of Bridge Manning Matrix;
• Familiarisation with Bridge Equipment;
• ECDIS Familiarisation;
• ECDIS Setup;
• Preparation for Sea;
• Preparation for Arrival;
• Pilotage;
• Passage Planning;
• Navigation in Coastal Waters;
• Navigation in Ocean Waters;
• Anchoring and Anchor Watch;
• Restricted Visibility;
• Heavy Weather / Tropical Storm Areas;

65 | P a g e
• Navigation in Ice;
• Changing of Watch at Sea;
• Calling the Master;
• Pre-Operational Dynamic Positioning;
• False Distress Alerts.

Section C – Emergencies:
• Main Engine Failure;
• Steering Failure;
• Total Electrical Power Failure (Blackout);
• Collision;
• Stranding or Grounding;
• Man Overboard;
• Fire;
• Flooding / Hull Failure;
• Search and Rescue and Receiving Distress Alerts;
• Abandoning Ship.

Recommended Industry Publications

66 | P a g e
SAFE MANNING

• MGN 315,
• MSN 1868,
• SOLAS Ch V Reg 14,
• MGN 448.

All vessels must be adequately manned for their safe operation, with due regard for the
nature of their operation and their location.
It is the responsibility of the owner or operator to ensure that ships are safely and
adequately manned, with respect to:
• safe operation;
• protection of the marine environment;
• dealing with emergency situations, including evacuation of passengers where
applicable.

General Principles / Procedure

• Make an assessment of the tasks, duties and responsibilities to be undertaken
onboard.
• Submit a proposal, including justification, for the minimum safe manning level
manning.
• Ensure manning level is adequate at all times, including peak workloads.
• Resubmit a new proposal in event of any change to: trading area; operation;
construction; machinery; equipment; operation or maintenance of the ship which may
affect safe manning levels.
To ensure personnel do not work more hours than is safe:
• Identify all tasks and duties to be undertaken, determining the number of
personnel required, considering both routine and peak workload conditions.
• Consider that some tasks and duties may be concurrent.
• Identify the skills and experience required.
• Establish working arrangements to ensure master and crew capable of undertaking
tasks and duties at the appropriate level of responsibility.
• Ensure that the working arrangements allow for sufficient rest periods, drawing up
work schedules.
Account must be taken of IMO ‘Principles of minimum Safe Manning’ and ILO, ITU and WHO
legislation.
Specific Factors:
When considering the requirements for individual ships, the following should be taken into
account:
• Frequency of port calls, length and nature of the voyages.
• Trading area.
• Navigational duties and responsibilities, including watchkeeping, manoeuvring,
mooring and port duties.
• Number, size and type of propulsion units and auxiliaries.
• Engineering / Electrical duties & Systems.
• Size, type of ship, equipment and layout.
• Ship specific operations, including undertaking administrative tasks for the safe
operation.
• Radio communications.
• Construction and technical equipment of ship.
• Cargo and operational requirements, including handling and stowage.
• Method of maintenance and undertaking maintenance requirements.
• Training activities.
• Emergency situations that may arise, including Drills.

67 | P a g e
• Care of persons on board, including provision of food and water.
• Safety / Security of ship.
• Except on small ships, provisions to ensure the master does not keep a regular
watch.
• Except on small ships, provisions to ensure the Ch Eng does not keep a regular
watch.

Safe Manning Document

UK registered ships over 500grt must have a Safe Manning Document issued by the MCA.
The Safe Manning Document states the number and categories of officers and crew
members that are required to be on board. The crew numbers on board must never be
allowed to go below the minimum stated in the certificate. (In exceptional circumstances
and for a limited period of validity, the MCA can issue an Exemption Certificate to permit
the ship to sail with one seafarer less than specified. Hours of Rest Regs will still apply.)

Hours of Rest
It is the responsibility of the Master and all seafarers to ensure that they are properly
rested when they begin duty and that they obtain adequate rest when they are not on
duty.

STCW 78 (as amended 1995 & 2010) Ch VIII

The hours of rest shall be not less than:
• 10 hours in any 24 hour period.
• 77 hours in any 7 day period.
• Maximum of 2 rest periods to meet the 10 hour rest requirement.
• 1 rest period shall be at least 6 hours long.
• Interval between rest periods should not exceed 14 hours.
The STCW does permit exceptions for “overriding operational conditions”
- rest period reduced to 70 hours in any 7 day period for max 2 consecutive weeks
- 3 rest periods to meet the 10 hour requirements for max 2 x 24 hour periods in any
7 day period (6 hour and 14 hour requirements still stand)

International Labour Organisation – Maritime Labour Convention

Extracts: Standard A2.3 – Hours of work and hours of rest
• For the purpose of this Standard, the term:
(a) hours of work is time which seafarers are required to do work on account of the ship;
(b) hours of rest is time outside hours of work; this term does not include short breaks.
• Each Member shall within the limits set out in paragraphs 5 to 8 of this Standard fix
either a maximum number of hours of work which shall not be exceeded in a given period
of time, or a minimum number of hours of rest which shall be provided in a given period of
time.
• The limits on hours of work or rest shall be as follows:
(a) maximum hours of work shall not exceed:
(i) 14 hours in any 24-hour period; and
(ii) 72 hours in any seven-day period;
or
(b) minimum hours of rest shall not be less than:
(i) ten hours in any 24-hour period; and
(ii) 77 hours in any seven-day period.
• Hours of rest may be divided into no more than two periods, one of which shall be
at least 6 hours in length, and the interval between consecutive periods of rest shall not
exceed 14 hours.

68 | P a g e
• Musters, fire-fighting and lifeboat drills, and drills shall be conducted in a manner
that minimizes the disturbance of rest periods and does not induce fatigue.
• When a seafarer is on call, such as when a machinery space is unattended, the
seafarer shall have an adequate compensatory rest period if the normal period of rest is
disturbed by call-outs to work.
• Nothing in this Standard shall be deemed to impair the right of the master of a ship
to require a seafarer to perform any hours of work necessary for the immediate safety of
the ship, persons on board or cargo, or for the purpose of giving assistance to other ships
or persons in distress at sea. Accordingly, the master may suspend the schedule of hours of
work or hours of rest and require a seafarer to perform any hours of work necessary until
the normal situation has been restored. As soon as practicable after the normal situation
has been restored, the master shall ensure that any seafarers who have performed work in
a scheduled rest period are provided with an adequate period of rest.

International Shipping Federation

Extracts: ‘Manila Amendments’ to the STCW Convention. A Quick Guide for Seafarers
The STCW minimum rest hours are now harmonized with the work hour requirements
adopted by the International Labour Organization - Maritime Labour Convention.
The main changes are as follows:
• Minimum amount of rest in any 7 day period is increased to 77 hours from 70 hours.
• Seafarers must always have 10 hours rest in any 24 hour period with no
exceptions*, except during an emergency.
• The rest hour limits now apply to most seafarers on board, including masters, not
only watchkeepers as had previously been the case.
• Seafarers need to review and sign a record of their work/rest hours periodically
(typically

* This is not commensurate with the text of the ILO Convention, which does permit “work
necessary for the immediate safety of the ship, persons on board or cargo, or for the
purpose of giving assistance to other ships or persons in distress at sea.”
Table of Duties
Company should ensure that a schedule of duties is produced, setting out the hours of
duty and rest periods for every position.

Certification
Every officer in charge of a navigational watch (ships 500grt or above) must have an
appropriate certificates (STCW Reg 11/1). Certificate of Competency.
Every rating forming part of a navigational watch (ships 500grt or above) must have an
appropriate certificates (STCW Reg 11/1). Watch Rating Certificate.
STCW 95 prescribes the mandatory minimum requirements for the certification of deck
officers and navigational watch ratings.
The required certification is based on:
• Capacity - Master, Chief Mate, OOW, Navigational Watch
Rating.
• Area Limitation, - Near coastal, Unlimited.
• Tonnage Limitation - less than 500gt, less than 3000gt, Unlimited.

With reference to navigational watchkeeping duties only, in addition to a Certificate of

Competency, an OOW also requires a:
• Radar and ARPA Simulator Training, Operational level.
• GMDSS.
With reference to navigational watchkeeping duties only, in addition to a Certificate of
Competency a Chief Mate and Master also require a:
• Radar and ARPA Simulator Training, Management level.

69 | P a g e
ENGINEERING WATCH

1) Engine watch depends if the ship is UMS or manned. UMS ships unmanned at night,
having a Duty Engineer who attends alarms.
2) Master to inform C/Eng. About the manning required for the Engine room, who in
turn will set up the watches.
3) Guide to watch arrangements:-
- Open sea – UMS – Duty Eng.
- Coastal light traffic – UMS – Duty Eng.
- Coastal Heavy traffic – Duty Eng. in Engine room
- Restricted Visibility – SBE – Duty Eng. In Engine room
- Approach Channels – SBE – Senior Engineer and Junior Engineer in Engine room
- Pilotage waters – SBE – Senior Engineer and Junior Engineer in Engine room
4) Bridge to inform Engine room for any changes to the manning level. Giving as much
advance notice. Unless at times of Emergency.
5) For SBE - Keep start air bottle topped up.
- Have start air compressor running
- Check lines and valves
- Standby the engine control
6) OOW to keep engine room informed on any developments that takes place.
7) In case of UMS – Duty Eng. To inform Bridge when accepting alarms or manning the
Engine room.

Additional Considerations:-
- SBE requirements
- Time to get the engines ready for manoeuvring
- Status of equipment
- Hours of rest
- Control equipment
- Experience of team / training required
- Company’s policy as per ISM.

70 | P a g e
VOYAGE PLANNING

Regulations for Passage Planning;

Regs4Ships:
http://dmr.regs4ships.com/login.cfm
Username: glasgowcollege
Password: RiversideG521!

SOLAS Reg 34
(Voyage http://dmr.regs4ships.com/docs/international/imo/solas/chp_05/34.cfm
Planning)
SOLAS Reg 19
(2.1.4) http://dmr.regs4ships.com/docs/uk/misc/solas_chp_05/19.cfm
(Publications)
Res 893 (21) http://dmr.regs4ships.com/docs/international/imo/resolutions/ass/893_21.cf
(Also Annex 25) m

STCW code – http://dmr.regs4ships.com/docs/international/imo/stcw/2010/code/pt_a_chp

Section A-VIII/2 _08.cfm

MGN 610 (Annex https://assets.publishing.service.gov.uk/media/5f2140d3e90e071a603d33b3/

C) P32 MGN_610_2020.pdf

Additional references for passage planning:

• Mariners’ Handbook
• Bridge Procedure Guide
• “ “ “ Checklists
• Company Policy / Manuals / Guides
• Publications / Journals Navigation For Masters
Nautical Institute “Passage Planning”
Nautical Institute “Bridge Team Management”
Guide to Planning Safe Passages
Reads Almanac
• Charts 5500 / 01 / 02

4 Stages of a Voyage Plan:

• Appraisal
• Planning
• Execution
• Monitoring

APPRAISAL Considerations of voyage and information gathering.

71 | P a g e
“Appraisal is the process of gathering all information relevant to the proposed voyage,
including ascertaining risks and assessing its critical areas.
The appraisal will provide the master and his bridge team with a clear and precise indication of all
areas of danger, and delineate the areas in which it will be possible to navigate safely taking into
account the calculated draught of the vessel and planned under-keel clearance.” Annex 23, MCA
SOLAS V Reg 34 guidance.

Considerations, i.e. aspects that influence route selection.

• Charterer’s instructions
• Company instructions / requirements
• Voyage requirements - Fastest
- Most economical
- Best weather - Safety of vessel
- Comfort of passengers
- Protection of cargo
- Dependability of making ETA
• Loadline
• Recommended routes, including advice from ‘Weather Routeing’
• Manoeuvring characteristics of vessel
• Draft / Under Keel Clearance / Squat / Canal limitations
• Fuel on board / Fuel availability
• Stores and water on board
• Status of ship equipment / machinery
• Regulations - Ship’s certification, including GMDSS / Crew Articles
- Ice classification
- Dangerous cargo prohibited areas
- Ships not permitted within certain distances of coastlines
- Pollution e.g. funnel emission requirements, tank cleaning
• Charts on board / Chart Corrections available
• Availability of Navigation Aids / prominent features
• Availability of communications
• Navigational Hazards / Risk Assessment / Contingency Plan availability
• Security of Ship / Cargo e.g. Piracy, Political Unrest
• Accuracy / Reliability of information
• Experience
• Ballast management
• Crew change requirements

Information gathering; where to get the necessary information

• Sailing Directions
• Charts
- Routeing Charts
- Routeing Guides
- Climate / Meteorological Charts
- Current / Tidal Stream Charts / Atlases
- Gnomonic Charts
- Loadline Charts
- Navigation Charts
• ECDIS
• Ocean Passages For The World

72 | P a g e
• Mariner’s Handbook
• Light Lists
• Radio Signals inc V.T.S. information
• Tide Tables
• Guide To Port Entry
• T & P Notices
• Navigation Warnings
• Chart Catalogue
• IMO Routeing Guide
• Experience / Previous Voyage Plans
• Distance Tables
• Company Manuals
• MARPOL
• Local Regulations information sources
• Internet

PLANNING
On the basis of the fullest possible appraisal the intended voyage should be prepared.
Passage should be ‘berth to berth’, including all pilotage waters.
Intended route should ensure; - safety of life at sea
- safety and efficiency of navigation
- protection of the marine environment.

• Plot the intended track, considering:

Recommended routes
Safe distances off coastlines and dangers
- draught / UKC / charted depth
- position monitoring availability prior to danger and when passing danger
- location / prominence / visibility / marking of danger
- accuracy / reliability of charted information
- scale of chart
- navigation warnings in force
- currents / tidal streams
- meteorological conditions
- manoeuvring characteristics of vessel
- sea room for anti collision
- status of ship’s equipment / machinery
- day or night passage
- regulations / recommendations
- security
- experience
- contingency requirements
Appropriate A/C positions, (waypoints)
- position fixing availability
- beam bearings / transits / light sectors
- T.S.S.
- clear of traffic
Adequate water depths
- allowance for squat

73 | P a g e
 - allowance for pitch / heave / roll
Safe ‘landfalls’
- high power, high elevation light,
- good radar target,
- easily identifiable,
- clear of any dangers
- adequate depth of water
- secondary position fixing
- use of echo sounder
- contingency plan
- anticipated vessel concentration
• Indicate True courses of selected tracks
• Ensure all areas of danger are apparent. Use ‘hatching’ if necessary
• Indicate Cross Track limits, where appropriate
• Ensure
- Ship Routeing Schemes
- Reporting Schemes are all marked on the chart
- Vessel Traffic Services
• Wheel over positions, if necessary, with regard to;
- turning circles
- effect of tidal streams
- effect of currents
- effect of wind

EXECUTION
Having finalised the intended route the following factors should be considered regarding the
intended voyage:
• Safe speed at each stage, with regard to IRPCS rule 6.
• Necessary speed alterations
- day / night passage
- tidal flows,
- HW times at critical areas
- Charterer's ETA requirements
- Security e.g. max speed required
• Minimum UKC required at critical areas
• Change of machinery status e.g. SBE for Channel
• Bridge Manning requirements
- navigational duties
- traffic conditions e.g. navigation focus points / crossing traffic / fishing areas
- meteorological conditions
- training requirements
- security
- experience
• Engine Manning requirements
• Reporting requirements
• MARPOL requirements
• Pre – arrival checks of equipment / machinery
• Fuel change requirements
• GMDSS area changes
• Ballast Water Management

74 | P a g e
Some of these points may need updating as the voyage progresses.
Information may be pencilled onto the chart or included in the ‘Voyage Plan’ summary.

75 | P a g e
MONITORING
Consideration should be given as to how the vessel’s progress is to be monitored at all stages of the
voyage. The plan should determine:
• Primary means of position fixing
• Secondary means of position fixing
• Frequency of position fixing
It may be necessary to amend the proposed monitoring plan due to changes in circumstances
e.g. reliability of navigation equipment or meteorological conditions.

All navigation equipment should be used for position monitoring but the following factors should be
amongst those taken into consideration:
- Electronic navigation methods always checked by visual methods when ‘deep sea’
- Visual fixing methods should be given priority when ‘coasting’
- Visual fixes based on 3 position lines
- Positive identification of navigational aids
- Position verification of moveable objects e.g. oil rigs
- Constant checking of DRs / EPs
- Dangerous to rely solely on a single position fixing method
- Reliability of method should be verified prior to its use. i.e. method used as ‘secondary’
method prior to it becoming ‘primary’ method.
- Functioning and correct reading of all instruments checked
- Account taken of system errors and predicted accuracy of systems
- Parallel Indexing is an effective way of monitoring the passage, proactive not reactive
- Echo Sounder provides valuable check of depths / position obtained
- “ “ “ possible position line
- Transit Marks, Clearing Bearings and Clearing Ranges can be of assistance
- Buoys not used for position fixing

Considerations regarding the appropriate frequency of position monitoring should include:

- Proximity of navigational hazards, inc UKC
- Speed of vessel
- Manoeuvrability of vessel
- Current / Tidal stream effects
- Meteorological effects
- Reliability / Accuracy of position monitoring
- Availability of secondary position monitoring method
- Availability of position fixing means
- Scale of chart
- Day / night passage
- Work / operation of vessel e.g. RAM
- Company requirements / Standing Orders.

Additional fixing may be required if / when:

- Approaching landfall
- Manoeuvring required for traffic avoidance
- Approaching an alteration of course
- Completion of any manoeuvre
- Status of monitoring equipment changes
- Inconsistencies between Primary and Secondary methods
- Unpredicted external influences, e.g. tidal / wind
- Reporting Points

76 | P a g e
 - Experience
- If in doubt.

VOYAGE PLAN SUMMARY

A summary of the voyage should be produced. This is usually done in a tabular presentation.
The format of the summary is dependent on the requirements of the Master.
The summary can be used to provide easy reference and further information, or expand on the
information presented on the chart, e.g.
• Position of Waypoints
• Courses
• Speeds
• Distance to next Waypoint
• Distance to End Of Passage
• Primary means of position fixing
• Secondary means of position fixing
• Position fixing frequency
• Parallel Indexing availability
• Maximum allowable Cross Track Error
• S.B.E. requirements
• Bridge manning requirements
• Engine room manning requirements
• Tidal predictions
• Contingency plans
• ETAs at salient points
• Navigation hazards / dangers
• Traffic expectations
• UKC / Draught
• Abort points
• Navtex / Radio stations
• Reporting procedures
• Clock adjustment, i.e. Advance / Retard hours
• Charts required
• Publications required / used
• Security status
Some of the information, e.g. ETAs, Tidal predictions, may need to be updated as the passage
progresses. This is particularly so on a long voyage. Thus, the Voyage Plan is termed a ‘dynamic’ plan.
It is not set in stone.

77 | P a g e
GMDSS
Main components of the Global Maritime Distress and Safety System (GMDSS)

There are three main components of the GMDSS system:

Space component:

Consists of a number of satellites, some in geostationary orbit around the earth, some in polar
orbits, arranged such that at any point on the earth’s surface there is one or more satellite above the
horizon at any one time.

Three satellites maintain a continuous watch on certain distress frequencies (eg 406 MHz EPIRB
Satellite)- and when a transmission is detected the information is then passed down to dedicated
receiving stations on earth. Information from two or more satellites allow the position of the
transmitter to be determined.

Ground Based Component:

This consists of the satellite receiving stations, Coast Radio Stations and certain Rescue Co-
ordination Centres (RCC).

These are interlinked and the RCC can usually take control of any distress situation originated from
either satellite or Coastal Radio Station.

Receipt of distress signals sent on certain specified radio frequencies (DSC channels either VHF, MF
or HF) at a coastal radio station can then put SAR assets into action when received by the RCC.
Certain Coast Radio Stations may be able to receive all (VHF, MF, HF) frequencies or may only be
able to deal with VHF MF.

Coast Radio Stations are designated to transmit on 518 kHz which is the frequency used to carry
NAVTEX information which is available on a world-wide basis.

Mobile Based Component:

These include ships and aircraft and the communications equipment that they require to have
onboard depends on the area of operation of the unit.

All vessels must now carry satellite EPIRB plus NAVTEX receivers. Other equipment may be VHF, MF,
HF or Satellite communications or telex.

GMDSS Equipment carriage requirements for SOLAS ships MSN1903

Introduction

Equipment requirements for GMDSS ships vary according to the area (or areas) in which a ship
operates. Coastal ships for example only have to carry minimal equipment if they do not operate
beyond the range of shore based VHF stations (Sea Area A1). Ships which trade further from land are
required to carry MF equipment in addition to VHF (Sea Area A2). Ships which operate beyond MF
range are required to carry HF and/or Inmarsat equipment in addition to VHF and MF (Sea Areas A3
and A4).

78 | P a g e
GMDSS Sea Areas

Minimum requirements

Every GMDSS ship is required to carry the following minimum equipment (as defined by SOLAS
Chapter IV, regulation 7):
A VHF radio installation capable of transmitting DSC on channel 70, and radiotelephony on channels
16, 13 and 6;
A SART (Two on vessels over 500 GRT, one on vessels 300 - 500 GRT); A NAVTEX receiver, if the ship
is engaged on voyages in any area where a NAVTEX service is provided;
An Inmarsat EGC receiver, if the ship is engaged on voyages in any area of Inmarsat coverage where
MSI services are not provided by NAVTEX or HF NBDP; and
A 406 MHz EPIRB. Vessels trading exclusively in sea area A1 may fit a VHF DSC EPIRB in lieu of a 406
MHz EPIRB).

Passenger ships

Every passenger ship shall be provided with means of two way on scene radiocommunications for
search and rescue purposes using the aeronautical frequencies
121.5 MHz and 123.1 MHz from the position from which the ship is normally navigated.

Equipment carriage requirements for GMDSS Sea Areas

The carriage requirements for the various GMDSS Sea Areas are defined in the following regulations
taken from Chapter IV of SOLAS. Detailed guidelines when implementing new GMDSS installations on
board SOLAS ships should be referred to IMO Circular COMSAR.1/Circ.32.

Radio equipment – Sea Area A1

In addition to the equipment prescribed in section Minimum requirements, every ship engaged on
voyages exclusively in Sea Area A1 shall be provided with either of the following installations for the
transmission of ship-shore Distress Alerts:

79 | P a g e
A 406 MHz EPIRB, (which may be the one specified in Section Minimum requirements) installed
close to, or capable of remote activation from the position from which the ship is normally
navigated;

OR

A VHF DSC EPIRB, installed close to, or capable of remote activation from the position from which
the ship is normally navigated;

OR

A MF DSC System, if the ship is engaged on voyages within coverage of MF coast stations equipped
with DSC;

OR

A HF DSC System;

OR

An Inmarsat ship earth station.*

* This requirement can be met by Inmarsat ship earth stations capable of two-way communications,
such as Inmarsat-B, Fleet 77 or Inmarsat-C ship earth stations. Unless otherwise specified, this
footnote applies to all requirements for an Inmarsat ship earth station described in this article.

Radio Equipment - Sea Areas A1 and A2

In addition to the equipment prescribed in section Minimum requirements, every ship engaged on
voyages beyond Sea Area A1, but remaining within Sea Area A2, shall be provided with:

An MF radio installation capable of transmitting and receiving, for distress and safety purposes, on
the frequencies:
2187.5 kHz using DSC; and

2182 kHz using radiotelephony.

A DSC watchkeeping receiver operating on 2 187.5 kHz

AND

Means of initiating the transmission of ship-to shore Distress Alerts by a radio service other than MF,
either:

A 406 MHz EPIRB, (which may be the one specified in Section Minimum requirements) installed
close to, or capable of remote activation from the position from which the ship is normally
navigated;

OR

A HF DSC system;

80 | P a g e
OR

An Inmarsat ship earth station;*

AND

The ship shall, in addition, be capable of transmitting and receiving general radio- communications
using radiotelephony or direct-printing telegraphy by either:
A HF radio installation operating on working frequencies in the bands between 1 605 kHz and 4 000
kHz or between 4 000 kHz and 27 500 kHz. This requirement may be fulfilled by the addition of this
capability in the MF equipment referred to earlier;

OR

An Inmarsat ship earth station.*

* This requirement can be met by Inmarsat ship earth stations capable of two-way communications
such as Inmarsat-B, Fleet 77 or Inmarsat-C ship earth stations. Unless otherwise specified, this
footnote applies to all requirements for an Inmarsat ship earth station described in this article.Radio
equipment - Sea Areas A1, A2 and A3
These vessels have two broad options to satisfy their GMDSS requirements. The options allow a
vessel to choose the primary method to be used for ship-shore alerting:

OPTION 1

In addition to the equipment prescribed in section Minimum requirements, every ship engaged on
voyages beyond Sea Areas A1 and A2, but remaining within Sea Area A3, shall, if it does not
comply with the requirements of Option 2, be provided with:
An Inmarsat-C ship earth station;
An MF radio installation capable of transmitting and receiving, for distress and safety purposes, on
the frequencies:

2187.5 kHz using DSC;

2182 kHz using radiotelephony.

A DSC watchkeeping receiver operating on 2187.5 kHz.

AND

Means of initiating the transmission of ship-to-shore Distress Alerts by either:

A 406 MHz EPIRB, (which may be the one specified in Section Minimum requirements) installed
close to, or capable of remote activation from the position from which the ship is normally
navigated;

OR

A HF DSC system.

OR

81 | P a g e
OPTION 2

In addition to the equipment prescribed in section Minimum requirements, every ship engaged on
voyages beyond Sea Areas A1 and A2, but remaining within Sea Area A3, shall, if it does not comply
with the requirements of Option 1, be provided with::

An MF/HF radio installation capable of transmitting and receiving, for distress and safety purposes,
on all distress and safety frequencies in the bands between 1 605 kHz and 4 000 kHz and between 4
000 kHz and 27 500 kHz: using DSC, radiotelephony; and NBDP;
An MF/HF DSC watchkeeping receiver capable of maintaining DSC watch on 2
187.5 kHz, 8 414.5 kHz and on at least one of the distress and safety DSC frequencies 4 207.5 kHz, 6
312 kHz, 12 577 kHz or 16 804.5 kHz; at any time, it shall be possible to select any of these DSC
distress and safety frequencies.
AND

Means of initiating the transmission of ship-to-shore Distress Alerts by a radiocommunication service

other than HF, either:

A 406 MHz EPIRB, (which may be the one specified in Section Minimum requirements) installed
close to, or capable of remote activation from the position which the ship is normally navigated;

OR

An Inmarsat ship earth station.*

In addition, ships shall be capable of transmitting and receiving general radiocommunications using
radiotelephony or direct-printing telegraphy by an MF/ HF radio installation operating on working
frequencies in the bands between 1 605 kHz and 4 000 kHz and between 4000 kHz and 27 500 kHz.
This requirement may be fulfilled by the addition of this capability in the MF/HF equipment referred
to earlier.

* This requirement can be met by Inmarsat ship earth stations capable of two-way communications
such as Inmarsat-B, Fleet 77 or Inmarsat-C ship earth stations. Unless otherwise specified, this
footnote applies to all requirements for an Inmarsat ship earth station described in this article.

Radio equipment - Sea Areas A1, A2, A3 and A4

In addition to the equipment prescribed in section Minimum requirements, every ship engaged on
voyages in all Sea Areas shall be provided with:
An MF/HF radio installation capable of transmitting and receiving, for distress and safety purposes,
on all distress and safety frequencies in the bands between 1 605 kHz and 4 000 kHz and between 4
000 kHz and 27 500 kHz: using DSC, radiotelephony; and NBDP;

An MF/HF DSC watchkeeping receiver capable of maintaining DSC watch on 2

187.5 kHz, 8 414.5 kHz and on at least one of the distress and safety DSC frequencies 4 207.5 kHz, 6
312 kHz, 12 577 kHz or 16 804.5 kHz; at any time, it shall be possible to select any of these DSC
distress and safety frequencies.
AND

82 | P a g e
Means of initiating the transmission of ship-to- shore Distress Alerts by:A 406 MHz EPIRB, (which
may be the one specified in Section Minimum requirements) installed close to, or capable of remote
activation from the position from which the ship is normally navigated.

In addition, ships shall be capable of transmitting and receiving general radiocommunications using
radiotelephony or direct-printing telegraphy by an MF/HF radio installation operating on working
frequencies in the bands between 1 605 kHz and 4 000 kHz and between 4 000 kHz and 27 500 kHz.
This requirement may be fulfilled by the addition of this capability in the MF/HF equipment.

83 | P a g e