Navigation

Audits
 0 Section 1 – Company Policy

1
02 Section 2 – Passage Planning
CONTENT

03 Section 3 – Bridge Team / Resource

Management

04 Section 4 – Bridge
S

Equipment

0 Section 5 – Forms and Checklists

5
06 Section 6 – Radio and Communication

0 Section 7 – Security
 At the end of the lesson the students
will be able to:

Define the types of Navigation Audits

Aware of gaps that could lead to unsafe
LEARNIN navigational practices.

G Identify and rectify the navigational

deficiencies well in advance to avoiding
outcome accidents or maritime casualties.
s Improve the Navigational process and
Bridge team performance.
Objectives:
Navigating a vessel constitutes a significant risk.
Participant in this course will learn how to use the
navigation audit and assessment as a tool to improve
the Navigational process and Bridge team performance.
Understanding the Importance of
Navigation Audits
 Understanding the Importance of Navigation Audits
GENERAL

Why Navigation
Audits Important?
Navigation audits are essential to
ensuring the safety of a ship's crew
and cargo. They involve assessing
the navigation skills of the bridge
team on board a vessel, ensuring
they are up to date with the latest
regulations and best practices.

One of the key reasons why

navigation audits are so important is
because they help to ensure
compliance with the latest
regulations and best practices in the
maritime industry.
Phase of Navigation
 Phase of Navigation
Five phases define the navigation
process:

Open / Deep Sea:

When transiting at a
distance more than 12
nm from the coastline
and/or outside the 50
meters contour.
Phase of Navigation
Five phases define the navigation
process:

Coastal / Shallow
Waters Passage:
When transiting at a
distance equal to or less
than 12 nm from the
coastline and/or within
50 meters contour.
 Phase of Navigation
Five phases define the navigation
process:

Port approaches,
channels, fairways:
When transiting in areas
of shallow waters having
limited room to navigate,
within the jurisdiction of a
port authority (e.g.,
confined waters or
pilotage waters).
Phase of Navigation
Five phases define the navigation
process:

At anchor: When the

ship is floating in
sheltered or unprotected
waters and is prevented
from moving by its
anchor.
 Phase of Navigation
Five phases define the navigation
process:

Alongside: When the

ship is at a specific
location at a port where it
may be moored, usually
for purposes of loading or
unloading.
 Types of Navigation Audits

When it comes to navigation audits, there are several

types that can be conducted to ensure a comprehensive
assessment of a ship's bridge team. These audits vary in
scope and focus, allowing for a thorough evaluation of
the team's navigational skills and practices.
Types of Navigation Audits
Real-time Navigation Audit

A real-time navigation audit

involves monitoring and
assessing the bridge team's
navigational practices in real
time. This type of audit
provides immediate
feedback and allows for
corrections to be made on
the spot, enhancing the
team's competency and
safety.
 Types of Navigation Audits
Static Navigation Audit

A static navigation audit

involves reviewing
navigational procedures and
equipment during a ship's
static state, such as when at
port or anchored. This type
of audit ensures that
equipment is properly
calibrated and that
procedures are followed
correctly before the ship
enters a dynamic state,
where risks are higher. A
static navigation audit can
Types of Navigation Audits
External Navigation Audit

A third-party organization or
maritime authority conducts
an external navigation audit.
This type of audit ensures an
objective evaluation of the
bridge team's navigation
skills and practices. External
audits are often required by
regulatory bodies or as part
of a certification process.
They provide an unbiased
assessment of the team's
compliance with regulations
and industry standards.
 Types of Navigation Audits
Internal Navigation Audit

Either the ship's operator or

an internal auditing team
conducts an internal
navigation audit. This type of
audit allows for regular
assessments of the bridge
team's navigational
procedures and compliance
with internal policies.
Internal audits are an
effective way to identify
areas for improvement and
ensure ongoing adherence to
Types of Navigation Audits
Risk-Based Navigation Audit
A risk-based navigation audit
focuses on identifying and
assessing potential risks and
hazards related to
navigation. This type of audit
takes into consideration
factors such as the ship's
trading patterns,
environmental conditions,
and the complexity of
navigational routes. By
evaluating risks and
implementing appropriate
mitigation measures, a risk-
based navigation audit helps
Types of Assessment
 Types of Assessments

Static Dynamic Assessment

Assessment
A static assessment assesses Dynamic assessment is an
the skills and knowledge the evaluation method used to
individual has gained from identify an individual's skills
his or her prior experiences as well as their learning
potential.
Audit Key Steps

"How do T, I, D, and V methods improve audit efficiency?"

Using distinct letter or key words assigned, indicating

the way to be followed for auditing the respective item
for the efficient planning;
TESTING (T)
When TESTING of equipment is required.

INTERVIEW (I)
When INTERVIEW or discussion is required with officers.

DOCUMENT (D)
When DOCUMENT check/review is required.

VISUAL (V)
When VISUAL check/inspection/verification/observation is
required.
 Navigational audit will be done on the certain
operation/s where it cannot impede the safety
operations of the vessel, safety of the crew and cargo
operation.
Open Sea Berthing Restricted Visibility

STS Operation In Port Pilotage

Drifting Channel Straits Anchoring

Coastal Unberthing Heavy Weather

 0
1
Company Policy
01 Section 1 – Company Policy

The Master and officers

will be familiar the Company
SMS Navigation procedures
and instructions.
The Master perform a
Navigational audit within
2 weeks after assuming
command & every 3 months
thereafter. This will vary it
depends on company SMS.
 Section 1 – Company Policy
01 Practical Guidance on Navigational Safety

The practical guidance on navigational safety shall

include the following:
• Allocation of bridge watch keeping duties and
responsibilities.
• Procedures for passage planning and navigation, including
departures from the passage plan.
• Chart and nautical publication update and correction
procedures.
 Section 1 – Company Policy
01 Practical Guidance on Navigational Safety

• ECDIS procedure (including

chart and software updates).
• Procedures to ensure that all
essential navigation
equipment and main and
auxiliary machinery are
available and fully operational.
• Ship position reporting
procedures.
 Section 1 – Company Policy
01 Practical Guidance on Navigational Safety

• Accident and near miss

reporting procedures.
• Recording of relevant events
and VDR policy.
• Use of BNWAS modes
(automatic, manual, on and
off) and procedures for
ensuring correct operation.
 Section 1 – Company Policy
01 Practical Guidance on Navigational Safety

• Bridge access and distraction

prevention procedures.
• Procedures for familiarization
and effective handover when
crew changes occur.
• Training and drill requirements.
• A system for identifying
particular training needs.
 Section 1 – Company Policy
01 ECDIS procedure

The ECDIS procedure should

include the following:
• Voyage planning and execution
• Watch-keeping with ECDIS
• Ensuring against over-reliance
on ECDIS
• Chart Maintenance
• Departure and Arrival checks
• ECDIS failure and backup system
• Safety settings
• The use and reliability of
CATZOC
• ECDIS display layers for various
 Section 1 – Company Policy
01 ECDIS procedure

• Managing manual layers to ensure

current important information is
available and out-of-date material is
archived or removed.
• Display T&Ps NMs and use of AIO
function.
• Where there is no appropriate safety
contour available on the ENC
• Depth contour shading: two shades
versus four-shade
• Define the XTC for various sea area,
such as pilotage water, confined waters,
coastal waters, and open water, for each
 Section 1 – Company Policy
01 ECDIS procedure

• Post voyage review, so that

any hazards or useful
information discovered can
be incorporated into future
passage plans.
• The route validation
• A protocol for naming and
identifying saved routes to
avoid selecting and incorrect
route.
• The frequency of, and
preferred method for, position
verification while using
ECDIS.
 Section 1 – Company Policy
01 ECDIS procedure

• Where ECDIS is being used as

the primary means of
navigation it must be clearly
stated as such by the
company and a policy in the
SMS.
• A checklist should be
established with clear
instructions on how to deal
with sensory input failure of
ECDIS and how it may affect
safe navigation. This checklist
 Section 1 – Company Policy
01 Anchoring Procedures and Navigation Guidelines

Anchoring procedures must

be incorporated in the
navigation procedure and
shall provide guidance on the
following:
• How to select a good
anchorage location, planning
the anchoring position and
approach in different weathers
and visibility condition; bridge
team management; traffic
density, negotiating
overcrowded anchorages with
 Section 1 – Company Policy
01 Anchoring Procedures and Navigation Guidelines

• Keeping a safe anchor watch, including position-keeping,

proper use of radar and GPS guard rings/alarms. OOW use
of main engine.
• The minimum requirement for the Master’s Bridge Orders.
• When to have the engineers on stand-by, the engine room
manned, and the main engines on standby or ready for
immediate use.
• Amount of cable, scope, holding ground, anchor holding
power, proximity of shoreline, dangers of dragging anchor,
and risk of collision and grounding.
 Section 1 – Company Policy
01 Anchoring Procedures and Navigation Guidelines

• When the ship is in ballast

condition, the use of additional
ballast.
• The use of two anchors
• The limitations on the
anchoring equipment under
heavy stress
• The use of anchors in an
emergency
• Deep water anchoring
 Section 1 – Company Policy
01 Anchoring Procedures and Navigation Guidelines

• Recognizing when a dangerous situation is developing

when at anchor and when to move
• Taking early and effective action
• Factors affecting a ship when at anchor in heavy weather,
including yawing and snatching
• Putting to sea in the advent of adverse and severe
weather
 Section 1 – Company Policy
01 Master's Standing Orders and Bridge Team Protocols

Requirement of the Master’s Standing Orders

thoroughly put in details, with specific instruction
needed to the deck officers, drafted to support the
SMS and the Bridge Order Book (Night Order) being
completed by the Master at daily interval and
countersigned by the OOW when taken over the
watch and will comply with the order.
 Section 1 – Company Policy
01 Master's Standing Orders and Bridge Team Protocols

• Detail of visibility criteria,

calling the Master,
minimum CPA and TCPA.
• The Master shall clearly
highlight the potential
safety risks involved in
VHF radio communication
between ships and
reliance on AIS
communication
information, for the
purpose of collision
 Section 1 – Company Policy
01 Master's Standing Orders and Bridge Team Protocols

• The VHF or AIS text facility

should not be used for
collision avoidance
purpose. Master shall be
called if the ship is needed
to exit the XTC.
• Company and Masters’
Standing Orders should be
read by all Bridge Team
members upon joining the
ship, signed, and dated. A
copy of the orders should
be available on the bridge
 Section 1 – Company Policy
01 Maneuvering Information and Documentation Requirements

The maneuvering information for the ship displayed

on the bridge and are bridge logbooks, bell book,
radar performance book, and Change of Watch at
Sea checklist being correctly maintained.
 Section 1 – Company Policy
01 Maneuvering Information and Documentation Requirements

• For all ships of regardless of

size, a pilot card, wheelhouse
poster and maneuvering
booklet should be provided.
Reference: IMO Resolution
A.601 (15)
• The OOW should be familiar
with the handling
characteristics and stopping
distances of the ship. In
addition, the OOW should
know how these
characteristics are affected by
the current and anticipated
 Section 1 – Company Policy
01 Maneuvering Information and Documentation Requirements

• Information regarding the maneuvering characteristics should

be recorded on the Pilot Card and on the Wheelhouse Poster
and the maneuvering booklet.
• All ships engaged on international voyages shall keep onboard
a record of navigational activities and incidents including drills
and pre-departure tests. When such information is not
maintained in the ship’s logbook, it shall be maintained in
another form approved by the Administration.
 Section 1 – Company Policy
01
• Navigational information
including positions at regular
intervals and method of
position fixing, courses
steered, allowances made for
compass error, leeway and
set.
• Record of course, distance and
speed made good, and course
and distance to go should be
completed daily.
• Full set of routine weather
observations, with a report of
sea and swell conditions,
 Section 1 – Company Policy
01 Bridge Logbook Record

• Details of severe weather met

during the voyage, and the
action taken should be
recorded.
• Full details of any matters
which might affect the cargo
and its condition.
• Change of Watch at Sea
checklist should fill-in at any
time required by the SMS.
 Section 1 – Company Policy
01
The Master and officers must familiar and use
correct the SMS Policy for under keel clearance,
air draft clearance and overhead clearance.
• The UKC policy should
incorporate the minimum
allowed UKC for both
coastal, river navigation
and while alongside,
including guidance on
the action to be taken in
shallow water to ensure
the minimum clearance
is maintained.
 Section 1 – Company Policy
01
The Master and officers must familiar and use
correct the SMS Policy for under keel clearance,
air draft clearance and overhead clearance.
• The required minimum air
draft for passing under
bridges or overhead cables
must be properly defined by
the company. The ship’s
manager’s guidelines shall
cover the calculation of
Dynamic Under Keel
Clearance (DUKC) and air
draft. The UKC Calculation
onboard shall take CATZOC
information in the account.
 Section 1 – Company Policy
01
The Master and officers must familiar and use
correct the SMS Policy for under keel clearance,
air draft clearance and overhead clearance.
Overhead Clearance Calculation needed information (where
applicable):
• Name of Overhead Obstruction
• Charted Clearance (P.S the relevant datum this clearance
refers to e.g. MHHW Mean Higher High Water or HAT Highest
astronomical tide).
• Height of relevant datum tide (e.g. HT of MHHW)
• Predicted Height of Tide
• Allowance for Sea State
• Additional Correction (e.g. swell)
 0
Passage

2
Planning
 Section 2 – Passage Planning
02 Comprehensive Passage Plan

A comprehensive passage plan must always

be available for the previous voyage and cover
the full voyage from berth to berth.
 Section 2 – Passage Planning
02 Key Elements to Mark

• Parallel Indexing
• Course Alterations and Wheel Over
Points
• Chart Changes (if available)
• Use of Echo Sounder
• Methods and Frequency of Position
Fixing
• Prominent Navigation and Radar
Marks
• No-Go Areas (excessive marking of
no-go areas discouraged)
• Landfall Targets and Lights
• Clearing Lines and Bearings
• Transits, Heading Marks, and Leading
 Section 2 – Passage Planning
02 Key Elements to Mark

• Safe Speed and Necessary Speed Alterations

• Changes in Machinery Status
• Minimum Under Keel Clearance (UKC)
• Positions for Activating the Echo Sounder
• Crossing and High-Density Traffic Areas
• Safe Distance Off
• Anchor Clearance
• Abort and Contingency Plans (check for contingency
anchorages)
• Abort Positions (check being properly calculated and
plotted)
 Section 2 – Passage Planning
02 Key Elements to Mark

• VTS and Reporting Points

• Air Draft
• Overhead Clearance (when passing
under bridges/power lines/cable cars,
etc.)
• Environmental Protection
Considerations
• Look-Ahead Zone
• Reporting Points
• List of ENCs Used for the intended
voyage should be part of the passage
plan.
 Section 2 – Passage Planning
02 Route Validation
Route validation is a critical aspect of a passage
plan. The route validation involves the following
stages:
• Visual checks
• Manual and auto-
validation features
• Cross-checks by the
bridge team
• Re-validation along the
route.
• Final validation and
authorization only by the
Master when completed.
 Section 2 – Passage Planning
02 Chart and Publication
Management
Chart Management Notices to Mariners Maintenance
System Records
The Weekly Notice to
Use of charts, ENCs, Mariners and electronic The NP133C Admiralty
publications, and files contain important ENC Maintenance
ENP/ADP management safety information Record Book should be
systems will help related to ENCs and available onboard,
ensure that charts and ECDIS. All ship’s recording when
publications are officers should be licenses/permits were
effectively maintained. aware of the recent received and when the
content and ENCs were last
demonstrate the updated. This is
practical application of generally part of
the information. ECDIS software
logging.
 Section 2 – Passage Planning
02 Required Publications
Appropriate charts, ENCs, publications, and ENP/ADP
should be used for the previous, current, and next
voyages:
Licenses for ENCs: Up-to-Date Charts:

The ship should Only up-to-date official

charts and publications
obtain licenses for should be used for
and use the appraisal, planning,
necessary scale of execution, and
ENCs and ENP/ADP monitoring of a
for all stages of passage plan (if still
using paper
each passage. charts/books).
 Section 2 – Passage Planning
02 Required Publications
The following publications shall be available onboard
and referred to when the primary means of navigation
is ECDIS:
NP 231: NP 5012: The Seafarers Suez Canal
Admiralty Guide to Admiralty Guide to Handbook for Rules of
the Practical Use ENC Symbols Australian Navigation
of ENCs Used in ECDIS Waters (AHP20) Handbook
 Section 2 – Passage Planning
02 Familiarity with ECDIS Functions
The Master and watch-keeping officers must demonstrate
familiarity with the use of ECDIS, which includes:

• Safety Settings • Knowledge of SCAMIN and

• Setting Voyage Plans Display
• Checking Voyage Plans • Knowledge of CATZOCs
• Interrogating Chart Updates • Contingency Actions for
• ENC Symbol Identification ECDIS Failure
• Manual Position Fixing • Setting of Safety
• AIS and/or Radar Overlay (if Frame/Safety Cone
fitted) • Creating Parallel Index Lines
• Understanding Limitations of • Route Checking and Alarm
RCDS Mode Management
• Handling Unresolved ENC
Update Errors
 Section 2 – Passage Planning
02 T&P Notices and Navigation Warnings
T&P NMs and navigation warnings should be used correctly in
voyage planning and monitoring:

• Some ECDIS may have features to automatically import

navigational warnings from Sat-C or NAVTEX terminals.
Navigation officers should verify current navigation
warning information.
• Specific details of critical navigational warnings should be
plotted and made alarmable using the look-ahead
feature.
• Ensure the ship has access to all necessary T&P NM
information and that it is documented.
• The ADMIRALTY Information Overlay (AIO) provides easy
reference to T&P information, but navigation officers
should not rely solely on AIO; applicable T&P notices must
be verified against weekly notices to mariners.
 Section 2 – Passage Planning
02 Safe Navigation Compliance
The ship must navigate safely in compliance with international
and inland regulations. During inspections, the following will be
assessed for the last voyage:
• Largest Scale Charts: Availability • Regular Weather Monitoring and
with plotted route. barometer observations.
• Weather Forecast Record • NAVAREA Navigational Warnings
• Compliance with Environmental checked.
Regulations • Participation in Area Reporting
• ECDIS Safety and Alarm Settings Systems
• Maintenance of Safe Distance • Gyro and Magnetic Compass
off the coast and from prohibited Errors and radar performance
areas. checked properly.
• Adequate Bridge Manning to • Correct Minimum Layers of
ensure proper lookout. ECDIS according to the company
• Ship's Position Confirmation at SMS.
appropriate intervals. • If an appropriate safety contour
is not available on the ENC, a
manual alarmable contour
 Section 2 – Passage Planning
02 Echo Sounder Record
Availability of the records to show that the echo-
sounder recorder is being switched on prior to each
approach to shallow water, port entry and departure
and has the echo sounder remained in operation
while the ship has been transiting in shallow waters
 Section 2 – Passage Planning
02 Look-Ahead Zone Parameters

• The parameters for the look-ahead zone should be planned so that the
size of the zone is appropriate for the ship’s speed and maneuvering
characteristics.
• They should be set for each leg of the passage and should consider
conditions such as proceeding from ocean to coastal waters, pilotage
areas or speed.
• The look-ahead zone should be reassessed in CATZOC area that have
reduced position accuracy (such as B, C, D, U) to ensure the ship has a
sufficient safety margin.
• Alarm-setting parameters should be agreed by the Master and bridge
team at the passage planning stage and captured in the relevant
passage plan form.
 Section 2 – Passage Planning
02 Monitoring Passage
Using parallel index techniques when monitoring the
passage in coastal and pilotage waters, particularly
in conditions of restricted visibility or at night should
established.

Parallel indexing, which Radar bearings and

is recommended to ranges.
ensure the ship’s track is
maintained.
 Section 2 – Passage Planning
02 Track Monitoring at Sea
Monitor the ship track at sea passage and during the
pilotage.
• Radar overlays should be used for position verification at
regular interval, as defined by company SMS requirements, and
for various navigation conditions such as in open waters,
confined waters, fairways/channels, or pilotage waters.
• Position plotting should also be undertaken using traditional
techniques, using lines of position to plot visual /radar fixes.
This will act as a cross check and will be recorded on the ECDIS
data log.
• The ship’s progress should be monitored against the pilotage
plan by conducting track monitoring and regular fixing of the
position of the ship, particularly after each course alteration and
monitoring UKC.
 Section 2 – Passage Planning
02 Entering Harbour

• When calling a Port or Terminal,

prepare for RA and approved by
Company.
• Arrival Preparations is duly
complied with for the arrival
preparations.
• Master attend bridge well in
advance before arrival at pilot
station prior entering harbour
• Master takes conn it is clearly
announced and recorded in bell
book
 Section 2 – Passage Planning
02 Entering Harbour

• Following test are conducted & results entered in ship's

logbook (as part of entering harbour).
- Astern engine test.
- Steering test.
- Bow thruster test (as applicable)

• Comply with the local rules reporting / submission, e.g. eNOA,

SAMSA, MPA, SISTRAM, AMSA, etc.
 Section 2 – Passage Planning
02 Leaving Harbour

• Officers demonstrate
adequate understanding of
checks as required.
Departure preparations are
complied with.
• Departure BTM & BRM
meeting/Toolbox talk for
mooring operation conducted
• Debriefing of passage plan
correctly executed.
• Stowaway search conducted
and recorded in Ship's
logbook.
 Section 2 – Passage Planning
02 Anchoring Operation

• Is part of a passage plan,

which must be carefully
planned, executed, and
monitored. An effective
anchoring plan can prevent
anchor accidents and avoid
any operational failure.
• A detailed risk assessment
of the anchoring operation
should be carried out to
formulate an effective plan
and to make prudent
decisions when facing
 Section 2 – Passage Planning
02 Anchoring Operation

• If you expect wind force to

increase, the possibilities of
anchor dragging must be part
of the risk assessment.
• An alternative anchorage
should also be prepared if the
initial selected anchoring
position is unavailable.
• Bridge Turning Circle is plotted
and anchor watch alarm used
for monitoring vessel's position
at anchorage.
• Never let go anchor in deep
 Section 2 – Passage Planning
02 Pilotage Operation

Following entries shall be During Master Pilot

made in the bell book and Info Exchange.
• Confirm if Master
ship's logposition
• Ship’s book of:and time exchanges information
when the pilot with pilot related to
embarked /disembarked mooring/unmooring plan,
• The full name of the Pilot. used of tugs, contingency
plan in case vessel
critical equipment fails.
• Compliance with
company UKC
requirements.
 Section 2 – Passage Planning
02 Pilotage Operation

• All defects that might affect

the maneuverability of the
vessel informed to the Pilot.
• The OOW and the helmsmen
aware that Master can
override Pilot/s order.
• Check if the Bridge watch
level is not compromised
while embarkation and
disembarkation of Pilot in
heavy traffic area
 Section 2 – Passage Planning
02 Helicopter/Ship Operation

• Deck crew briefed and ready

to guide helicopter
passengers.
• Deck crew complete,
correctly dressed (PPE and
distinctive clothing) and in
position.
• Hook handler additionally
equipped with strong rubber
gloves and rubber soled
footware (static discharge).
• Rescue party briefed and
standing by.
 Section 2 – Passage Planning
02 Helicopter/Ship Operation

• Rescue boat prepared and

ready for lowering.
• All passengers clear of the
operating area.
• Access to and exit from the
operating area clear.
 Section 2 – Passage Planning
02 Helicopter/Ship Operation

The following equipment is ready for

immediate use: signaling lamp;
• Red emergency
• Large axe;
• Crowbar;
• Adjustable wrench;
• Fire resistant blanket;
• 60cm bolt/wire cutters;
 Section 2 – Passage Planning
02 Helicopter/Ship Operation

The following equipment is ready for

immediate use:
• Grab or salving hook;
• Heavy duty hacksaw, complete with six
spare blades;
• Ladder;
• Lifeline, 5mm diameter x 15m in length;
• Side cutting pliers;
• Set of assorted screwdrivers;
• Harness cutting knife complete with sheath;
and
• First aid kit
 Section 2 – Passage Planning
02 Helicopter/Ship Operation

• Dedicated safe access markings to guide passengers near to

helicopter operating areas
• Landing or winching area free of contaminants, including
surface water.
• Wide area sweep completed to remove/ secure loose objects or
objects that could become dislodged by the helicopter’s
downdraught.
• All aerials and standing or running rigging/ gear above and near
to the operating area lowered or secured.
• Pennant or windsock clearly visible to the helicopter pilot.
 Section 2 – Passage Planning
02 Helicopter/Ship Operation
• Firefighting systems/equipment:
• Pumps running with adequate pressure
on deck;
• Required fire hoses, monitors, portable
foam equipment and dry powder
extinguishers, ready for use, near to but
clear of the operating area; and
• Fire hoses and foam nozzles/monitors
• The correct lighting (including required
pointing away from the operating area
navigation lights) set.
(inadvertent discharge).
 Section 2 – Passage Planning
02 Helicopter/Ship Operation

• Ship maneuvering
requirements understood
and communicated.
• Internal radio
communications
established by RO
equipped with portable
radio, headset and noise
cancelling microphone
• External communications
established with the
helicopter
operator/helicopter pilot
 Section 2 – Passage Planning
02 Pre-Landing
• Deck crew briefed on landing
arrangements
• All personnel warned to keep clear of
rotors and exhausts.
• Operating area free of heavy spray or
seas on deck.
• Side rails and, where necessary,
awnings, stanchions and other
obstructions have been lowered or
removed.
• Portable pipes removed, open lines
blanked.
• Rope messengers ready in case
required for securing the helicopter.
(Only the helicopter pilot may decide
 Section 2 – Passage Planning
02 Additional for ship type – All
tankers

• Ship with no inert gas (IG) –

Pressure released from tanks at
least 30 minutes before start of
helicopter operations.
• Ship with IG – Tank pressures
maintained below relief valve
settings.
• All tank openings securely closed.
• No venting planned or expected.
 Section 2 – Passage Planning
07 Additional for ship type – Bulk Carrier

• Surface ventilation to dry bulk cargoes stopped.

• All vents and hatch openings closed and secured.
 Section 2 – Passage Planning
02 Additional for ship type – Passenger
Ship

• Passenger spaces including

cabins vacated near to
operating area.
• Removal of recreation
facilities near to operating
area (including emptying of
swimming pool water).
• Dressing lights or flags
removed (additional
obstructions).
 Section 2 – Passage Planning
02 Additional for ship type – Passenger
Ship

• Crowd control/management in
place.
• Appropriate deck and area lighting
functional.
• Medical department notified.
• Public address announcements
maintained
 Section 2 – Passage Planning
02 Additional for ship type – Offshore
Support

• Cargo lashing security checked.

• Lighting requirements addressed and functional.
• No simultaneous operations.
 Section 2 – Passage Planning
02 Navigation in Deteriorating and Restricted
Visibility
• Call the Master, in ample time to assist in
assessing the situation.
• Take action promptly as required by the
circumstances.
• Inform Chief Engineer and E/R.
• Ensure that Bridge Watch Condition and E/R status
are the appropriate.
• Post lookouts.
• Engage manual steering.
 Section 2 – Passage Planning
02 Navigation in Deteriorating and Restricted
Visibility • Engine(s) to be in stand-by mode,
ready for immediate maneuver if
required.
• Verify that all watertight doors and
openings are closed
• Make proper entries in the Bridge
Log Book, including the change of
con.
• Ensure that all available RADAR
units are in operation (ARPA
included).
• Check RADARs / ARPA operational
condition and update plot.
• Sound prescribed for restricted
 Section 2 – Passage Planning
02 Navigation in Deteriorating and Restricted
Visibility
• Proceed at a safe speed • Take avoiding action in ample
(COLREG Rule 6) adapted time, if a close quarters
to the prevailing situation is developing and/or
circumstances and risk of collision exists. When
conditions of restricted action consists of
• An alteration a course
of course to
visibility. alteration,
port foravoid:
a ship forward of the
• Always maintain a proper beam, other than for a ship
lookout by sight and being overtaken (COLREG
hearing (COLREG Rule 5). Rule 19d(i))
• An alteration of course
towards a ship abeam or
abaft the beam (COLREG
Rule 19d(ii)).
 Section 2 – Passage Planning
02 Navigation in Deteriorating and Restricted
Visibility
Reduce speed to the minimum at which she
can be kept on her course when:
• A fog signal from another ship heard apparently
forward of ship’s beam (COLREG Rule 19e)
• A close-quarter situation with another ship forward of
ship’s beam cannot be avoided (COLREG Rule 19e).
 Section 2 – Passage Planning
02 Navigation in Deteriorating and Restricted
Visibility
• Monitor VHF channels.
• Close watertight doors and openings.
• Check the proper operation of:
• AIS
• Echo Sounder
• Navigational Lights
• VHF
• Consider to anchor the ship if in doubt and ship in a
suitable depth of water.
 Section 2 – Passage Planning
02 Navigation in Coastal and Restricted Waters

• Ensure that Bridge Watch Condition and E/R status are

the appropriate.
• Ensure that appropriate scale ENCs are available with
the route plotted.
• Verify the ship’s positions regularly, as appropriate.
• Check that ECDIS terminals are set up correctly for
navigation in coastal waters with route displayed.
• Check that ECDIS safety settings and alarms (i.e.,
safety depth, safety contour, anti-grounding cone) are
set correctly
• Ensure that echo sounder is in operation and depth
alarm properly set.
• Check gyro and magnetic compass error.
 Section 2 – Passage Planning
02 Navigation in Coastal and Restricted Waters

• Ensure that effects of weather and currents for the area

are understood.
• Check the rudder response to manual steering from all
bridge positions using each steering gear power unit
singly and together. Set both steering gear power units
in operation.
• Check communications between bridge and steering
gear compartment.
• Ensure that a helmsman is available at immediate
notice.
• Check that there is a full control of engine.
 Section 2 – Passage Planning
02 Navigation in Coastal and Restricted Waters

• Ensure that appropriate measures are taken to comply

with environmental requirements and applicable
pollution regulations.
• Ensure that MSI (T&P noticed, NAVTEX and navigational
Warnings) is monitored and plotted as appropriate
• Identify all navigational hazards included in the ENCs.
• Check proximity of shallow waters and monitor the
effect on ship’s squat.
• Check RADAR units performance and align the RADAR
heading marker.
• Ensure that ship’s security procedures are understood
and followed.
• Ensure that traffic conditions are properly monitored
 Section 2 – Passage Planning
02 Navigation in Coastal and Restricted Waters

• Be aware of the mandatory reporting requirements for

routing schemes and comply / report accordingly.
• Consider the ship’s draft and maneuvering
characteristics that may affect the safety of navigation
in coastal or restricted waters.
• Ensure that weather is properly monitored, especially in
areas prone to restricted visibility.
• Consider the bank effect and its impact to the ship,
when transiting rivers or narrow channels.
• Be extremely cautious when streaming in narrow
waters. Adjust the ship’s speed to avoid the creation of
wave wash as far as possible.
 Section 2 – Passage Planning
02 Navigation in Narrow Waters / Straits

• Verify ship’s position at frequent

intervals at least every 30
minutes.
• Monitor local /coastal warning
broadcasts.
• Follow the traffic lane direction or
cross the lane in an angle as
close to 900 as possible, when
necessary.
• Take always into consideration
the width of the lane and draft
restrictions.
• Be careful with ships ahead, as
they might reduce speed without
 Section 2 – Passage Planning
02 Navigation in Narrow Waters / Straits

• Make full use of the RADAR / ARPA trial maneuver

function.
• Be aware of the behavior of fishing ships.
• Participate in area reporting systems.
• Monitor the targets movement with traditional
methods (visual bearings) and plot them on
RADARs screen to verify their course and speed
with the use of ARPA. Check frequently targets CPA
and TCPA.
• Maintain safe speed or course in accordance with
passage planning.
 Section 2 – Passage Planning
02 Navigation in Heavy Weather

• Inform the crew members

(Deck, C/E and ER) about the
weather conditions and the
need to avoid upper deck
areas made dangerous by
the weather.
• Monitor prevailing weather
conditions and forecast and
obtain any weather reports
available.
• Ensure that Bridge Watch
Condition and E/R status are
the appropriate.
 Section 2 – Passage Planning
02 Navigation in Heavy Weather

• Adjust the ship’s speed and course, as necessary to avoid

excessive rolling, propeller emergence, shipping water on
deck or heavy slamming.
• Confirm the following:
• All weather deck openings (doors / hatches) are closed
and secured
• Anchors are properly lashed and secured
• Mooring winches are secured
• Cargo tanks’ hatches, vents, sampling / ullaging points
are closed and secured
• Cargoweather
• Contact is secured (as appropriate)
routing services for alternate routes, if
possible.
 Section 2 – Passage Planning
02 Caution

Consider the following when deciding on an appropriate

course and speed in adverse weather conditions:

• capsizing of ship
• heavy rolling with the risk of
damage
• damage through slamming
• longitudinal or torsional
stresses
• special effects of waves in
shallow water or current and
• risk of collision or stranding.
 Section 2 – Passage Planning
02 Warning

Any ballast transfer must be in compliance with ship’s

specific Ballast Water Management Plan. Master’s approval
is required.
• Ensure that ship complies with the stability criteria
specified in the Intact Stability Code. Take
measures to assure the ship’s watertight integrity.
 Section 2 – Passage Planning
02 Navigation in Ice
Before entering the Ice
• Follow the recommended ice-route,
provided either by relevant ice charts
or ice service offices and adjust the
ship’s course accordingly.
• Ensure that sufficient high-powered and
reliable searchlights are ready for use
to detect ice after dark.
• Reduce speed to a minimum to receive
the initial impact of the ice.
• Choose carefully the ship’s entry into
the ice field, preferably area of lower
ice concentration.
 Section 2 – Passage Planning
02 Navigation in Ice

After entering the Ice

• Keep a safe speed according to the prevailing ice conditions.
Avoid stopping in ice.
• Follow open water patches and lighter ice areas even if initially
it involves large deviations of course.
• Do not allow the speed to increase to dangerous levels.
• Avoid areas of ice under pressure.
 Section 2 – Passage Planning
02 Navigation in Ice

When Turning in Ice

• Be aware that the ship will have a strong tendency to follow the path of least
resistance
• Consider, in very tight ice conditions, to apply full power and leave the rudder
amidships.
 Section 2 – Passage Planning
02 Navigation in Ice

When using an ice-

• Maintain the required breaker
escort distance astern of the icebreaker to the
best of ship’s ability
• Notify immediately the icebreaker when the ship has stopped for any
reason
• Be always prepared to take prompt action to avoid overrunning the
icebreaker.
 Section 2 – Passage Planning
02 Navigation in Ice

When Backing in Ice

• Avoid backing in ice; in exceptional case, move at dead slow astern and the
rudder must be amidships
• Use a short burst of power ahead to clear away the ice, if ice starts to build up
under the stern.
 Section 2 – Passage Planning
02 Navigation in Ice

When become a Beset

Ship trim or list
• Change the ship’s
• Use of an icebreaker assistance to free the ship is
needed.
 Section 2 – Passage Planning
02 Navigation in Ice

When Anchoring in Ice

• Avoid anchoring in ice; if anchoring is necessary, use only
the minimum amount of cable/shackle
• Keep the engines always stand-by when at anchor
• Consider to stop the ship in ice rather than let go an
anchor.
 Section 2 – Passage Planning
02 Navigation in Ice

Sirens, Navigation Lights,

• Keep theWheelhouse Windows
heating system (if fitted) on to the ship’s
whistles.
• Keep air or steam driven whistle with drain valves crack
open to avoid freezing blockage.
• Cover the navigation lights glasses with white vaseline to
prevent ice accumulation.
• Clean bridge windows externally with washer fluid made
for extraordinary temperatures.
• Apply any other material (wax, mist repellant) to Bridge
windows externally to reduce moisture’s build up.
 Section 2 – Passage Planning
02 Navigation in Ice

Radar Antennas
• Keep antennas rotating
constantly at all times in
freezing temperatures (If gear
boxes are not filled with oil
and fitted with heater).
• Switch off RADAR’s
transmitting power (TX) at all
times while alongside the dock
(for safety reasons).
 Section 2 – Passage Planning
02 Navigation in Ice

De-Icing System
• Arrange emergency de-icing
system to be able to reach any
part of the ship, from forecastle
to poop deck making use of hot
water and/or steam, ready to be
used at all times.
• Ensure that sufficient quantity of
salt for ice melting, and sand as
anti-slip measure is available
(DO NOT USE Chemicals for
melting ice).
• Ensure availability of adequate
 0
Bridge Team /
Resource

3
Management
 Section 3 – Bridge Team / Resource Management
03 Fire and Safety Rounds

Fire and safety rounds

being conducted at
the end of each watch.
• No other activity or
duties should be
allowed to interfere
with keeping a proper
look-out. The officer of
watch should not be
the sole look-out
during hours of
darkness.
 Section 3 – Bridge Team / Resource Management
03 Manning Levels

The manning level in the bridge at all stages of the

voyage and anchor meet or exceed that required by
the Bridge Manning Matrix and are lookout
arrangements adequate.
• The Bridge Manning Matrix shall be posted in the
Bridge.
 Section 3 – Bridge Team / Resource Management
03 Weather Routing Service
The ship utilises a weather routeing service as far as
practicable.
• It is important to plan the most efficient route to avoid
heavy weather and ensure that the ship arrives safely
at the destination port.
• It is essential that the crew are aware of the weather
for the upcoming voyage.
• This is best achieved by professional weather routing
services, which provide weather forecasts for the
intended route and recommendations on the ocean
crossing.
• Weather routing not only provides ships with the
options for avoiding heavy weather, but also ensures
that ships get a new and updated ETA to the
 Section 3 – Bridge Team / Resource Management
03 Communication Control on the Bridge

Procedures in place
controlling the use of
mobile phone, internet,
and email services on the
• Bridge
bridge. watch keepers
should generally be limited
to those circumstances
where it is necessary for the
safe navigation of the ship,
in order to minimize
distraction that might be
caused to the Bridge Team.
 Section 3 – Bridge Team / Resource Management
03 Communication Control on the Bridge

Procedures in place controlling the use of mobile

phone, internet, and email services on the
bridge.
Internet access and email on the bridge should
usually be limited to:
• Updates for nautical charts and publications,
licenses and permits.
• Weather information.
• Navigational warnings; and
• Information relevant to the ship’s operations
and passage plan.
 0Bridge

4
Equipment
0 Section 4 – Bridge Equipment
Introduction
4
Operational checks on navigational equipment should
be undertaken when preparing for sea and prior to
port entry and at any other time required by the SMS.

Before entering restricted or coastal waters, it is

important also to check that full control of engine and
steering function is available.
 Section 4 – Bridge Equipment
04 Routine Tests and Checks

Prepare the records indicating that routine tests and

checks of bridge equipment are being undertaken
regularly.
• Daily tests and checks of bridge equipment should be
undertaken, including the following:
• Manual steering should be tested at least once per
watch,
• Gyro and magnetic compass errors should be checked
and recorded at least once a watch when this is
possible.
• The synchronisation of all compass repeaters, including
repeaters at the emergency steering position, should be
regularly checked.
 Section 4 – Bridge Equipment
04 Routine Tests and Checks

Prepare the records indicating that routine tests and

checks of bridge equipment are being undertaken
regularly.
• Daily tests and checks of bridge equipment should be
undertaken, including the following:
• To ensure adequate performance, information from
electronic equipment should always be compared and
verified against information from different independent
sources; and
• All available positioning systems and sources (GNSS,
DGNSS, satellite communications terminals with
integrated GNSS, and terrestrial radio navigation aids)
should be cross checked.
 Section 4 – Bridge Equipment
04 Routine Tests and Checks

Prepare the records indicating that routine tests and

checks of bridge equipment are being undertaken
regularly.
• Checks and testing should confirm that the equipment is
functioning properly and that it is successfully
communicating with any other bridge system to which it is
•connected:
Built-in test facilities should be used frequently,
including alarm self-test functions.
• Configuration settings should be checked and
confirmed to be in accordance with the SMS and the
passage plan; and
 Section 4 – Bridge Equipment
04 Routine Tests and Checks

Prepare the records indicating that routine tests and

checks of bridge equipment are being undertaken
regularly.
• Checks and testing should confirm that the equipment is
functioning properly and that it is successfully
communicating with any other bridge system to which it is
•connected:
Operational settings and alarms should be correctly set
and checked on the equipment and/or the BNWAS.
 Section 4 – Bridge Equipment
04 Operational Checks

Responsibility of the OOW ensuring that the

navigation lights, emergency navigation lights
and signaling equipment are in working order and
are ready for immediate use at all times.
 Section 4 – Bridge Equipment
04 Navigation Lights and Signaling Equipment

• The condition of lights, flags and shapes should be

checked at regular intervals.

• Sound signaling equipment should be checked daily

and maintained in an operational condition.

• A procedure for testing of the navigation light failure

alarm should be posted on the bridge.

• The signaling lamp should have 3 spare bulbs and a

portable battery pack.
 Section 4 – Bridge Equipment
04 Bridge Navigational Watch Alarm System

The Bridge Navigational Watch Alarm System

(BNWAS) operational when the ship was underway
and at anchor, and required tests conducted and
recorded
• Use ofaccordingly.
BNWAS modes (automatic, manual, on and
off) and procedures for ensuring correct operation
should be incorporated in the company navigation
procedure.
• If a failure (e.g., internal communication failure) of,
or power supply failure to, the BNWAS is detected,
it is to be indicated by visual and audible alarms.
Means are to be provided to allow the repeat of this
indication on a central alarm panel, if fitted.
 Section 4 – Bridge Equipment
04 Bridge Navigational Watch Alarm System

The Bridge Navigational Watch Alarm System

(BNWAS) operational when the ship was underway
and at anchor, and required tests conducted and
recorded accordingly.
• The means of selecting the Operational Mode and
the duration of the Dormant Period should be
security protected so that access to these controls
should be restricted to the Master only.
• The BNWAS should be powered from the ship’s
main power supply.
 Section 4 – Bridge Equipment
04 Compass Maintenance

Where fitted, the standard magnetic compass, gyro

compass and Global Navigation Satellite System
compass, operational, adjusted and properly
maintained.
• Record a N/C if the gyro compass was not serviced
as per manufacturer recommendation.
• Transmitting Magnetic Compass (TMC) outputs
should be corrected for compass error and the TMC
should be tested once a week.
• A compass deviation card should be maintained on
the bridge.
 Section 4 – Bridge Equipment
04 Compass Maintenance

Where fitted, the standard magnetic compass, gyro

compass and Global Navigation Satellite System
compass, operational, adjusted and properly
maintained.
• The gyro will support a number of repeaters,
including a required repeater at the emergency
steering position.
• Gyro repeaters on the bridge should be checked
against the main gyro at least once per watch and
after significant maneuvering.
• Other repeaters should be checked frequently.
 Section 4 – Bridge Equipment
04 Adjustments and Record Keeping

If the observations for a magnetic

compass on a ship show a
deviation of the compass on any
heading of more than 5 degrees,
the compass must be adjusted by
a qualified compass adjuster or
the Master of the ship to correct
the deviation.

If the compass is adjusted by the

Master, Right Ship recommends
that the compass adjustment be
checked by a qualified compass
 Section 4 – Bridge Equipment
04 Adjustments and Record Keeping

All magnetic compasses shall be

swung and adjusted at least:
• Annually.
• after dry docking; or
• after significant structural
work.
 Section 4 – Bridge Equipment
04 Adjustments and Record Keeping

When manual steering is engaged, the change over

from auto steering, and vice versa, will be recorded.
Times and locations of engaging hand steering should
be recorded in the deck logbook or bell book. Manual
steering should be used whenever appropriate
including
• Areasin:
of high traffic density.
• Conditions of restricted visibility; and
• Any other potentially hazardous situations and
particularly when an automatic steering system
may provide insufficient control.
 Section 4 – Bridge Equipment
04 Voyage Data Recorder (VDR)

Deck officer’s must familiar

with the procedure to preserve
the VDR data in the event of
an incident and there’s a
company policy within the SMS
• Testing
relating is required
to the playbackannually
of VDR
and should always be carried
data.
out following repair or
maintenance work to the VDR or
to any source providing data to
the VDR.
 Section 4 – Bridge Equipment
04 ECDIS Requirements

The approved type ECDIS does it meet the SOLAS

requirement?
Under SOLAS Chapter V, Regulation 19, ECDIS is mandatory for:

• Passenger ships ≥500 GT.

• Cargo ships ≥10,000 GT (after July 2013); 3,000-10,000 GT (after July 2014).
• Tankers ≥3,000 GT (after July 2015).

Ships must have an ECDIS backup (another ECDIS or paper charts). The system
must use official ENCs and meet IMO standards. Crew requires IMO Model Course
1.27 training. Compliance is verified during safety inspections.
 Section 4 – Bridge Equipment
04 ECDIS Requirements

Where an ECDIS is being used to meet the chart

carriage requirements of SOLAS, it must:

• Be type approved.
• Use up-to-date electronic nautical charts (ENC);
• Be maintained so as to be compatible with the latest
applicable International Hydrographic Organisation
(IHO) standards; and
• Have adequate, independent back-up arrangements
in place.
 Section 4 – Bridge Equipment
04 Compliance and Inspection

• According to SOLAS
regulation V/18, ECDIS
unit’s onboard ships must
be type approved. The
equipment must undergo
certification process before
it can be considered as
complying with IMO
performance standards.
• The inspector should check
the version of the IHO
Standards installed on the
ECDIS to confirm it is
 Section 4 – Bridge Equipment
04 ECDIS Requirements

The GPS been adjusted to the correct Geodetic

Datum and the officers aware of the value of HDOP
(Horizontal Dilution of Precision) and is it posted
next to the GPS.
• HDOP: Horizontal Dilution of Precision, measures
how the geometric distribution of satellites affects the
accuracy of the horizontal position, which refers to the
longitude and latitude.
• A smaller HDOP value indicates higher precision in
horizontal positioning.
 0
Forms and

5
Checklists
 Section 5 – Forms and Checklists
05 Standard Pilot Card

Master/pilot information exchange taking place

effectively and the standard pilot card being
completed as required.
• The pilot and the Master should exchange information
regarding the pilot’s intentions, the ship’s
characteristics, and operational factor as soon as
practicable after the pilot has boarded the ship.
• Presentation of a completed standard Pilot Card
• The pilotage plan and the circumstances when
deviation from the plan may be required.
• Any amendments to the plan should be agreed, and
any changes in individual Bridge Team responsibilities
made before pilotage commences.
 Section 5 – Forms and Checklists
05 Standard Pilot Card

Master/pilot information exchange taking place

effectively and the standard pilot card being
completed as required.
• Updates on local conditions such as weather, depth of
water, tides and tidal streams.
• An update on traffic conditions.
• Ship’s dimensions and manoeuvring information
should be provided in the form of the Wheelhouse
Poster.
• A manoeuvring booklet containing more detailed
information should also be available on the bridge.
• Any unusual ship handling characteristics and
machinery, navigational equipment and crew limitations
that could affect the safe conduct of pilotage and
 Section 5 – Forms and Checklists
05 Standard Pilot Card

Master/pilot information exchange taking place

effectively and the standard pilot card being
completed as required.
• Information on berthing arrangements including the
use, characteristics and number of tugs, mooring boats,
mooring arrangements and other external facilities.
• Contingency plans should also be considered. These
should identify possible abort points in the event of a
malfunction or a shipboard emergency; and
• Formal confirmation of the working language.
 0
Radio and

6
Communications
 Section 6
06 Radio and Communications

Has a qualified person other than the Master been

designated to handle distress and safety radio
communication?
• Every ship shall carry personnel qualified for
distress and safety radio communication
purposes to the satisfaction of the
Administration.
• The Master is assumed to be qualified for
GMDSS operation, but as the captain is not
expected to take the primary responsibility for
radio communications during distress incidents,
a second qualified operator is required.

• The Master must nominate one or more crew

members, normally the person/s qualified for
distress and safety radio communications, to
maintain the radio log and to carry out the tests
 Section 6
06 Daily test

 The proper functioning of the Digital Selective Calling (DSC) facilities

without radiation of signals, by the use of the equipment’s internal test
facility.
 Battery voltage checks. Mainly the battery ON LOAD and OFF LOAD voltages
should be checked by a voltmeter connected to the charger.
 Check that all printers are in a working condition.
 Section 6
06 Weekly test

 Proper operation of the DSC

facilities by means of a test call
when within the communication
range of a coast station fitted
with DSC equipment.
 If batteries are not the reserve
source of energy for the GMDSS
equipment, the reserve source
shall be tested.
 Section 6
06 Monthly test
• EPIRB: Perform self-test without
using satellites.
• SART: Test using ship's X-band
radar.
• VHF equipment: Test (not on
channel 16) and check battery
expiration.
• Battery: Inspect connections,
electrolyte level, and record
specific gravity.
• Check antennas for secure
mounting and cable/insulator
damage.
 Section 6
06 The Satellite EPIRB correctly installed, tested and
maintained

• EPIRBs must be tested every 12 months

for operational efficiency (frequency
stability, signal strength, coding)
• Shore-based maintenance required every
5 years.
• 406 MHz EPIRBs: Physical exam and self-
test at least monthly.
• Ensure ID, call sign, MMSI are clearly
marked, and check for operating
instructions.
 Section 6
06 Cargo Ship Safety (Form E)

• The record of Equipment for Cargo

Ship Safety (Form E) attached to the
Cargo Ship Safety Equipment
Certificate should be endorsed, if
electronic nautical publications are
provided.
 Section 6
06 Sufficient portable two-way UHF radios, for use in general onboard
operations

 Sufficient portable radios with

chargers and spare batteries should
be available to allow
communications between the chief
officer, deck officer in charge of
cargo operations, the deck watch,
and the Master.
 Section 6
06 Search and Rescue Radar Transponders (SARTs)

• SART requires annual testing

(IMO Res. A.802(19)).
• 1 SART for ships 300-500 GT, 2
SARTs for ships ≥500 GT.
• Ensure self-test capability.
• Check battery expiry for
sufficient life for the next
voyage.
 Section 6
06 AIS static, dynamic and voyage data, and AIS annual test

• AIS must have up-to-date static, dynamic,

and voyage data; annual tests conducted
by an approved surveyor, with records
onboard.
• Retain a copy of the test report per
MSC.1/Circ.1252 guidelines.
• Static data includes MMSI, IMO number, call
sign, beam, and ship type.
• Dynamic data covers navigation info
(position, course, speed, status).
• Voyage data includes draft, destination,
ETA, and hazardous cargo.
• Ensure correct operation and familiarity
with AIS for accuracy in transmitted data.
 Section 6
06 AIS static, dynamic and voyage data, and AIS annual test

• AIS must have up-to-date static, dynamic,

and voyage data; annual tests conducted
by an approved surveyor, with records
onboard.
• Retain a copy of the test report per
MSC.1/Circ.1252 guidelines.
• Static data includes MMSI, IMO number, call
sign, beam, and ship type.
• Dynamic data covers navigation info
(position, course, speed, status).
• Voyage data includes draft, destination,
ETA, and hazardous cargo.
• Ensure correct operation and familiarity
with AIS for accuracy in transmitted data.
 Section 6
06 Shore-Based Maintenance Agreement

• A shore-based maintenance
agreement/certificate is required
onboard to meet maintenance
requirements per SOLAS GMDSS
(Chapter IV Reg. 15) and Radio
Maintenance Guidelines (RES. A702-17)
for GMDSS equipment in Sea Areas A2,
A3, and A4.
0
Security

7
 Section 7
07 Access to the ship being controlled by an adequate deck watch keeper.

• A crew member should be stationed

at the gangway for safety, assisting
transiting persons and monitoring
for dangerous practices.
• The watchman is the first point of
contact for boarding individuals.
• Constantly reassess tidal conditions
if the ship is alongside a berth.
• The watchman must know high/low
water times and be aware of cargo
operations affecting the ship’s trim.
• Absence of a watchman at the
gangway may lead to crew being
unaware of incidents.
 Section 7
07 Records of security activities must be maintained onboard
• Training, drills, and exercises.
• Security threats, incidents, and
breaches.
• Changes in security level.
• Communications regarding ship
security.
• Internal audits and reviews of
security activities.
• Periodic review of the Ship Security
Assessment and Plan.
• Implementation of amendments to
the Ship Security Plan.
• Maintenance, calibration, and testing
of security equipment, including the
security alert system.
• The Ship Security Plan and records
must be in the ship's working
language; if not in English, French, or
Spanish, a translation is required.
 Section 7
07 Voyage Risk Assessment
Risk assessment includes:

• Highlighting areas of increased threat.

• Identifying high-risk regions.
• Recognizing common pirate methods and vulnerable boarding
points.
• Assessing the ship's characteristics (handling, freeboard, speed,
arrangement).
• Considering military or official organization cooperation and
reporting.
• Reviewing existing guidelines and information sources.
• Evaluating ship and company procedures, communication, and
chain of command.
 Section 7
07 Preventive measures taken by the Master and crew to prevent
stowaways during port stay and before departure.
• To combat stowaways, the Master and crew implement strict access
control, conduct thorough inspections of the vessel before
departure, and maintain vigilance during port stays. Regular
briefings and training enhance awareness, while cooperation with
port authorities ensures effective monitoring of potential boarding
points.
 Section 7
07 Controlling the use of removable media

• Removable media includes ECDIS, laptops, USB drives, CDs,

DVDs, and diskettes for data transfer.
• Transferring data from uncontrolled to controlled systems
poses a significant malware risk.
• Removable media can bypass defenses and attack isolated
systems.
• Use removable media blockers on all accessible computers and
network ports to prevent unauthorized access.
END OF topic
Grain calculation