BRIDGE MANAGEMENT MANUAL (INCLUDING ...sqems.premuda.net/bridge manual.pdf07 Maneuvering...

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Revision n. 3 01.12.15 Pag.1

BRIDGE MANAGEMENT MANUAL

(INCLUDING NAVIGATION POLICY)

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M/T ....

Port of Registry International Call Sign Flag IMO Number

THIS MANUAL WILL NEED TO BE MADE AVAILABLE FOR INSPECTION ON OCCASIONS.

Record of Revisions

Revision / Date Part Required Action Additions / Revisions / Deletions 01/09/2013 All Nil Nil 01/11/2013 A. Navigation

Policy To be updated Added Sec. 18.06 Sole look-out

guidance 01/11/2013 E. Bridge Team

Management To be updated Revised Sec. 05.01 Notes for steaming

watch conditions 30/04/2014 A. Navigation

Policy To be updated Revised Sec. 14 Watchstanding skills

30/04/2014 Addendum I To be updated Revised Sec. 3 Procedures to determine position

31/07/2014 C. Navigation Equipment

To be updated Revised Sec. 31 Bridge Navigational Watch Alarm System

31/07/2014 Attachment n°5 To be added Added MSC.1-Circ.1474 01/04/2015 C. Navigation

Equipment To be updated Revised Sec. 30 MBA - Master Bridge

Assistant 01/04/2015 Addendum VII To be updated Revised Sec. 3 Procedures 01/12/2015 Addendum IX To be deleted Deleted 01/12/2015 Attachment n°6 To be added Added MSC.1/Circ.1503 01/12/2015 A. Navigation

Policy To be updated Revised Sec. 7 Safe Navigation

01/12/2015 C. Navigation Equipment

To be updated Revised Sec. 33 ECDIS

01/12/2015 E. Bridge Team Management

To be updated Passage Plans

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CONTENTS

SECTION PART PAGE

PREAMBLE 9

A NAVIGATION POLICY A1

01 Navigation Policy Safety Goal A1

02 Laws and Regulations A1

03 Documentation Study and Review A1

04 Master's Authority and Scope of Responsibility A1

05 Succession of Command A1

06 Masters and Deck Watch Officers A2

07 Safe Navigation A2

08 Closest Point of Approach ("CPA") & Minimum Distance from Shore

A2

09 Master on the Bridge A3

10 Delegating Authority A3

11 Navigation Policies and Standing Orders A3

12 Master's Instructions A4

13 Use of Established Sea Lanes A4

14 Watch Standing Skills A4

15 Alcohol Testing at Sailing Time A4

16 GPS/SATNAV and Navigation Workbooks A4

17 Helmsmen A5

18 Lookouts A5

19 Radar Use A6

20 Vessels at Anchor or Moored A7

21 Hydrographic Information A7

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22 Speed Considerations A7

23 Changes of Course and/or Speed A7

24 Beginning and Ending Sea Passages A8

25 Underway Bridge Watches A8

26 Pilotage A8

27 Pilot Embarkation and Disembarkation A8

28 Master/Pilot Data Exchange A8

29 Master/Deck Watch Officer/Pilot Relationship A9

30 Pilot's or Mooring Master's Compliance with Rules A9

31 Judging the Pilot's or Mooring Master’s Ability A9

32 Work and Rest Rules A10

B NAVIGATION PROCEDURE B1

01 Underway Bridge Watches B1

02 Bridge Watch Conditions B1

03 Bridge Watch I B2

04 Bridge Watch II B2

05 Bridge Watch III B2

06 Informing the Master B3

07 Relieving the Watch B4

08 Deck Watch Officers' Duties and Responsibilities B5

09 Second Officer's Duties and Responsibilities B6

10 Third Officer’s Duties and Responsibilities B6

11 Danger Bearings and Ranges B6

12 Determining the Vessel's Position B7

13 Steering Mode B7

14 Deck Logbook Entries B8

15 Bridge Bell Book Entries B8

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16 Compass Error B9

17 Procedures in Diminishing and Restricted Visibility B9

18 Anchor Position and Use B10

C NAVIGATION EQUIPMENT C1

01 Responsibility for Navigation Equipment C1

02 General Guideline C1

03 Chronometers C1

04 Clocks C1

05 Compasses C1

06 Depth Sounding Equipment & Recorder C2

07 Electronic Navigation Aids C3

08 General Alarm C3

09 Meteorological Instruments C3

10 Radar C3

11 Radios C3

12 Recorders C4

13 RPM Recorder or Bell Logger C4

14 Course Recorder C5

15 AIS (Automatic Identification System) C5

16 Telephones - Public Address C6

17 Navigation Lights C6

18 Search Lights C6

19 Signaling Equipment C6

20 Whistles & Air Horns C6

21 Changing Steering Mode C6

22 Steering and the Off-Course Alarm C7

23 Steering Gear and Auto Pilot Tests C7

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24 Bridge Throttle Control and Engine Order Telegraph & Logger C7

25 Charts an All Relevant Navigational Publications C8

26 GMDSS Equipments C8

27 NAVTEX C8

28 Sextants, Azimuth Rings & Binoculars C8

29 Weather Facsimile Receiver C8

30 ChartCo Receiver C8

31 BNWAS (Bridge Navigational Watch Alarm System) C8

32 VDR (Vessel Data Recorder) C8

33 ECDIS (Electronic Chart Display and Information System) C9

D OPERATING POLICIES AND PROCEDURES D1

01 Checklists for Arrival in Port, Getting Underway, Change of the Watch, Daily Bridge Check and Other Bridge Operations D1

02 Port Arrival Duties D1

03 Warming Main Engines D1

04 Routine Equipment Tests D2

05 Emergency Drills D2

06 Lifeboat Drill D2

07 Emergency Generator D3

08 Inspections & Soundings D3

09 Engine Room Calls D3

10 Safety Rounds and Standby Duty D3

11 Safety of the Vessel’s Crew D4

E BRIDGE TEAM MANAGEMENT E1

01 General E1

02 Goals of Bridge Team Management E1

03 Definitions E2

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04 Responsibilities E2

05 Steaming Watch Conditions and Bridge Team Tasks E3

06 Bridge Equipment E4

07 Maneuvering Characteristic of the Vessel E4

08 Management of Stress and Distractions E4

09 Creating a Team Environment E6

10 Communications E7

11 Bridge Team/Pilot Exchange E9

12 Operational and Emergency Checklists E11

13 Passage Plans E11

F NAVIGATING WITH A PILOT ON BOARD F1

01 Introduction F1

02 Planning & Master/Pilot Information Exchange F1

03 Responsibility & Monitoring F2

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APPENDIX

I Glossary of Terms & Definitions

II Ship Handling Information & Characteristics

III Logbook Entries Required by this Manual

IV Safety of Life at Sea ("SOLAS") Requirements for Pilot-Transfer Arrangements

V Index of Checklists

ADDENDUM

I Ship’s Position During Coastal Navigation

II Record of Navigational Events

III Voyage Planning Guidelines

IV Master Standing Orders Filling Up

V Parallel Indexing Technique

VI Use of ARPA Radar

VII Nautical Charts Correction Record System

VIII Collision Procedure

ATTACHMENTS

1 IMO Resolution A.918(22) – IMO Standard Marine Communication Phrases

2 IMO Resolution A.893(21) – Guidelines for Voyage Planning

3 MCA Marine Guidance Note 379(M+F) – Navigation: use of Electronic Navigation Aids

4 Shipping Industry Guidance – PILOT TRANSFER ARRANGEMENTS ensuring Compliance with SOLAS

5 MSC.1-Circ.1474 - Guidance on the bridge navigational watch Alarm system (BNWAS) auto function

6 MSC.1/Circ.1503 – ECDIS –Guidance for good practice

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PREAMBLE

The BRIDGE MANAGEMENT MANUAL is intended to provide basic operating information, procedures, instructions, and precautions for the operation of vessels owned or managed by PREMUDA S.p.A. (hereafter called COMPANY). Applicable national or international laws must receive strict and full compliance in addition to complying with the Company policies set forth in this Manual. Company policies and regulations take precedence when they are more rigorous than other laws and regulations.

Departure from practice demanded by this Manual may be made for the protection of life or to permit compliance with the law. Nothing in this Manual or in any instruction issued by the Company should be construed as relieving the Masters or any Officers or crew members of their responsibility for the exercise of sound judgment at all times.

This Manual will be revised and applicable portions reissued when required, to ensure that operating policies are properly updated and comply with changes to various laws, rules, regulations and Company requirements. It is the responsibility of each Master to forward any recommendations for changes to the Company.

General Manager

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Revision n. 2 01.12.15 Pag.A1

A NAVIGATION POLICY

01 Navigation Policy and Safety Goal

01.01 Vessels owned or managed by COMPANY shall provide safe, reliable, and efficient marine transportation. The safety of personnel, environment, vessel, and cargo shall be paramount in navigation and vessel operations. All personnel on board Company vessels shall comply with safety and antipollution regulations, and take the necessary steps to safeguard themselves, their co-workers, the environment, the vessel, and its cargo.

02 Laws and Regulations

02.01 Nothing in this manual nor any other Company instruction shall relieve Masters, officers, or crewmembers of their responsibilities under the law.

02.02 All COMPANY employees shall comply fully with all applicable local, state, national, and international laws, in addition to the policies set forth in this manual.

02.03 Except for the international (and local national) Regulations for the Prevention of Collisions at Sea (COLREGS), company policies shall take precedence when they are more stringent than other laws and regulations.

03 Documentation Study and Review

03.01 The Master shall ensure that all Deck Watch Officers reporting aboard Company vessels study the Bridge Management Manual as soon as is practicable. In addition, all Deck Watch Officers shall review any relevant Company correspondence (e.g. Company Circulars, Company Information, etc.) issued in their absence. Confirmation of reading of this manual is required by all Deck officers, through the signature of dedicated form.

03.02 Deck watch Officers who are newly assigned to a ship should take full advantage of every opportunity provided to become familiar with equipments, operating procedures and other arrangements needed for the proper performance of their duties.

04 Master’s Authority and Scope of Responsibility

04.01 Masters are primarily responsible for the safe and effective navigation of the vessel. They must ensure that all operating practices safeguard personnel, environment, vessel, and cargo. Masters shall ensure compliance at all times with all applicable international, Federal, state, and local laws and regulations regarding navigation, as well as Company instructions.

04.02 All people on board a Vessel are under the Authority of the Master (art.186 C.d.N.).

05 Succession of Command

05.01 In the Master's absence, the Senior Deck Watch Officer on board temporarily assumes command. This temporary Officer-in-Charge has full authority to issue any orders or instructions that the Master would normally issue. The temporary Officer-in-Charge shall be held accountable to the Master and the Company for actions taken.

05.02 If, for any reason, the Master is incapable of commanding the vessel, then the Senior Deck Officer

on board shall: 1. Temporarily relieve the Master; 2. Temporarily take command of the vessel; 3. Immediately notify the Manager, Vessel operations, or Senior Management; and

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4. Enter the details of the incident in the Official Deck Logbook (For Italian flagged vessels also into Libro Giornale – Parte II)

06 Masters and Deck Watch Officer

06.01 The Company expects and requires that all Masters and Deck Watch Officers devote their full attention toward navigational safety. There can be no complacency in navigation. Navigation safety shall be the highest priority in the management of Company vessels.

07 Safe Navigation

07.01 Master is bound to ensure that watch-keeping arrangements are adequate for maintaining a safe navigational watch. Under his general direction, the officers of the Navigational Watch are responsible for navigating the ship safely during their period of duty, particularly concerned with avoiding collision and stranding, and that operating practices safeguard personnel, environment, vessel, and cargo. Company watch keeping policy can be fund into dedicated Company poster.

07.02 Foresight and careful planning contribute to a successful voyage. As in all matters of bridge management, the Master's and Deck Watch Officers' understanding and application of navigation priorities are critical to the safe operation of the vessel.

07.03 Prior to commencing each voyage, all COMPANY vessels are required to formulate a Voyage Plan, which encompasses the navigation of the vessel from berth to berth taking into consideration all pertinent information. The voyage plan shall be comprised of the following: Sea Passage Plan- An offshore navigation plan from departure to arrival in pilot waters; In Port Passage Planning - A detailed navigation plan for use in inshore waters. Vessels provided with ECDIS as primary mean of navigation and paper charts as secondary mean are required to issue a passage plan for each of the two navigation means.

08 Closest Point of Approach ("CPA") & Minimum Distance from Shore

08.01 At sea a closest point of approach ("CPA") of no less than two (2) miles shall be maintained whenever possible, and in accordance with Regulations for Preventing Collisions at Sea ("COLREGS").

08.02 Minimum distance from shore (4 miles) should be kept from all vessels at all times during coastal passage.

09 Master on the Bridge

09.01 As outlined below, the Master shall be on the bridge: In periods of restricted visibility; When there is heavy traffic in the vicinity of the vessel, as determined by the Master; While underway in restricted waters; During heavy weather conditions; When entering or leaving port, docking, unlocking, or shifting the vessel; When embarking or disembarking a Pilot, or Mooring Master; When anchoring or weighing anchor; and At any other time when the Master judges conditions to be a potential threat to the vessel's

safety.

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10 Delegating Authority

10.01 Although Masters remain responsible for their vessels at all times, conditions may arise under which Masters must rest or attend to other responsibilities. Masters, therefore, must pre-plan their presence on the bridge and consider delegating their authority to a Deck Watch Officer in order to allow themselves adequate rest.

10.02 Deck Watch Officers must know where they can contact the Master at all times. Failing this, two short rings of the General Alarm shall be the preferred method for contacting the Master in an emergency.

10.03 It must be clearly stated and logged whenever the Master relieves the Deck. Watch Officer of the conning, or, return the conning to the Deck Watch Officer.

11 Navigation Policies and Standing Orders

11.01 The Standing Orders contained in this manual must be read by the Master and posted along with any other orders that the Master feels will contribute to the safety of the vessel. The Standing Orders shall be read and signed by each Deck Watch Officer prior to standing the first watch on the vessel.

11.02 The Master may enhance the navigation policies set forth in this manual only by addition or expansion, to ensure the vessel’s safe operation.

11.03 The navigation policies set forth in this manual shall be strictly followed by all Masters and Deck Watch Officers.

11.04 The Company recognises that unusual events may arise which are not addressed by these Orders. In any case, the Master and officers shall adhere to the intent of these Orders as closely as possible.

11.05 The safety of personnel, environment, vessel, and cargo shall be the foremost consideration in choosing a course of action.

11.06.1 At all times when the vessel is at sea or at anchor, the Bridge Watch must be under the control of a responsible, licensed Deck Watch Officer who is signed on as a Deck Watch Officer. The Deck Watch Officer must not leave the Bridge unless properly relieved.

12 Master’s Instructions

12.01 Each Master shall maintain a Master's Night Order Book. Entries shall be made daily, and include: the vessel’s course, anticipated course changes, speed, important lights or landfalls sighted, and any other information deemed necessary to enable the Deck Watch Officer to navigate the vessel prudently.

12.02 Before relieving the watch, each Deck Watch Officer shall read, initial, and thoroughly understand the orders written in the Master's Night Order Book.

13 Use of established sea-lanes

13.01 Consistent with good seamanship and COLREGS, if water depth permits and it is safe and practical to do so, the Master must use established sea lanes or other traffic separation schemes, as defined below.

13.02 Traffic lanes, separation schemes or exclusion zones, which are published or printed on a chart should be considered Mandatory, regardless of International Maritime Organisation ("IMO") approval. The intent is to keep the vessel in the situation, which exposes the vessel to the least risk of possibility of encountering or creating hazardous traffic situation

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14 Watch Standing Skills

14.01 Deck Watch Officers must be frequently observed by the Master to ensure that they are: Proficient in radar operation and plotting; Capable of using all of the vessel's navigational instruments and Bridge equipment. Thoroughly familiar with the duties to be performed under the different Bridge Watch

Conditions (set forth in Part B02 of this manual). Proficient in determining vessel position through all available system. Master should encourage

all deck Officers to take at least one celestial fix every month. 14.02 The Master must train Deck Watch Officers, and practice must be administered wherever

deficiencies exist.

15 Alcohol Testing at Sailing Time

15.01 At sailing time, or, during the navigation, the Master of each COMPANY Vessel shall screen selected crew for alcohol in accordance with the Company Drug and Alcohol Policy.

16 GPS/SATNAV and Navigation Workbooks 16.01 A permanent record shall be kept containing all sight reduction computations used to fix the

vessel's position, as well as all azimuth computations used to determine compass error. 16.02 Positioning System ("GPS") shall be recorded into official deck log book (for Italian vessels “Libro

Giornale - Parte Terza”) every two hours and in case of bad weather every hours.

17 Helmsmen

17.01 Officers shall ensure that their vessels are properly steered. Helmsmen must be supervised to ensure their understanding of and ability to execute steering orders properly.

17.02 Helmsmen shall have no other duties when assigned to the helm. 17.03 It is the Deck Watch Officer's responsibility to ensure that the Helmsmen are trained to steer

properly in the various modes and that they are fully aware of the vessel's steering peculiarities and capabilities. In pilotage waters or emergency situations, when the helm is ordered "Hard Starboard or Hard Port," the helm is to be put over until it reaches the rudder angle stop, (usually 35 degrees) starboard or port.

17.04 Helmsmen shall not change the steering mode (hand, gyro, non-follow-up control) unless supervised and instructed to do so by the Deck Watch Officer in charge. Changeover instructions must be prominently posted near the ship's wheel.

17.05 IMO officially promoted English as the language of the Sea in the STCW Code and Code, developing moreover the SMCP (Standard Marine Common Phrases) for ensuring safety (see attached IMO Res a.918(22)). Nevertheless, when a Pilot's or Mooring Master's native language differs from the crew's one, order acknowledgement and execution must be monitored closely, and extra supervisory care is required to prevent miscommunications between the Pilot or Mooring Master and the Helmsman.

18 Lookouts

18.01 When underway every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all available means appropriate in the prevailing circumstances so as to make a full appraisal of the situation and any risk of collision.

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18.02 Lookouts shall be posted where they can perform best under the existing circumstances. The Lookout shall have no other duties.

18.03 The additional lookout shall be posted, accordingly with company instructions: In or approaching heavy traffic; In or approaching diminishing visibility; Arriving or departing a port, or in restricted waters; During HRA transit; From sunset to sunrise when deemed necessary; and At any other time as directed by the Master.

18.04 The Deck Watch Officer shall ensure that the Lookout: Knows how to report for duty (alert, properly clothed); Is properly instructed in what to observe, report, and how to report; Is relieved or rotated on station as necessary.

18.05 In addition to the Deck Watch Officer, a minimum of one additional crew member shall be on the Bridge deck while at sea to perform lookout duties. See dedicated Company poster.

18.06 Sole look-out guidance. Under the STCW Code, the OOW may in certain circumstances, be the sole look-out (see dedicated OP-SAF). Following guidance should be complied with. OOW may be the sole look-out during daylight only if is deemed necessary to assign the other

member of Bridge watch to other duties; OOW should require Master’s support if deemed necessary or another person designated by

Master or call back the other member of Bridge watch on navigation bridge deck. Sole look-out must be suspended in case of poor visibility, heavy rain or heavy traffic or close

quarter situation. OOW should had sufficient rest period prior to commencing sole watch . At OOW judgement, the anticipated workload is well within his capacity to maintain a proper

look-out and remain in full control of the prevailing circumstances. Back-up assistance of the sole OOW should be clearly defined into Master standing orders and

understood by OOW and should be clear how to call it quickly. Master designated person for back-up assisting sole OOW should be aware about response

time and any limitation on their movements, and should be able to hear alarm or communication call from the bridge.

Sole OOW should check that all essential equipment and alarms on the bridge are fully functional.

19 Radar use

19.01 Radar is installed on Company vessels for unrestricted use by all Deck Watch Officers. 19.02 It is the responsibility of Deck Watch Officers to be proficient in and utilise properly all available

means including electronic plots, radar reflection plotters, and plotting charts. The primary means of plotting shall be the efficient use of all automatic radar plotting aids ("ARPA"). All radar information shall be independently verified. For vessels equipped with two independent ARPA'S, data obtained from one shall be verified against data obtained from the other. For vessels equipped with one ARPA, the data obtained shall be verified against reflection plotting or plotting sheet data.

19.03 Radars shall be on at all times except while alongside a dock, during shipyard periods, or when crew members are aloft (in that case, alert not-to-switch-on card should be posted). Detailed instructions to safely operate are provided by dedicated Lock-out, tag-out working instruction.

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19.04 Normally, the vessel’s radar will operate in one or more of three modes: Head-up (un-stabilized), North-up (stabilized), or True Motion (stabilized). While the Company expects Deck Watch Officers to obtain optimum benefit from the radars on board COMPANY vessels, the Company does not insist that any one mode be used exclusively. However, North-up (stabilized) mode will be the primary mode. Masters and Deck Officers must become proficient with its use.

19.05 It is the responsibility of each Deck Watch Officer to be knowledgeable about the radar's operation and limitations as set forth in the manufacturer's operating manual.

20 Vessels at anchor or Moored

20.01 A minimum of two (2) Deck Watch Officers must be aboard whenever a vessel is at anchor or moored. The Master or Chief Officer must be one of the two Deck Watch Officers.

20.02 A minimum of two (2) Engineering Officers must be aboard whenever a vessel is at anchor or moored. The Chief Engineer or the First Assistant Engineer must be one of the two Engineering Officers.

20.03 Whenever a vessel is at anchor, the Bridge must be manned by a Deck Watch Officer.

21 Hydrographical Information

21.01 It is the Master's responsibility to ensure that navigational corrections to charts and publications from Notices to Mariners and other sources are properly made. It is the responsibility of all Deck Watch Officers to ensure that they are aware of these corrections and changes.

22 Speed Considerations

22.01 At all times and particularly when sailing in waters known to be dangerous due to currents, shoals, heavy traffic, or other obstructions, the vessel’s course and speed shall be set to provide an ample margin for safe navigation. Speed and time, while important, must always be secondary to safety.

22.02 When heavy weather is encountered, it is the Master's responsibility to reduce speed and/or alter course as necessary.

23 Changes of course and/or speed

23.01 Deck Watch Officers may alter the vessel’s course and/or speed as necessary to: Ensure the safety of personnel, environment, vessel, and cargo; Act in an emergency in the Master's absence; Follow, after checking, the Master's planned track, advising the Master of adjustments for set

and drift; Avoid threatening traffic in compliance with international and local rules and regulations; and Take early and decisive action to avoid close quarters situations. Deck Watch Officers are

reminded that a closest point of approach of no less than two (2) miles must be maintained whenever possible.

23.02 Any alteration of course and/or speed must be substantial and taken in sufficient time, especially if your vessel is the "giving way" vessel under COLREGS or when your vessel is manoeuvring against traffic when not in sight of the traffic. In altering course and/or speed, Deck Watch Officers must leave other vessels with no doubt as to their manoeuvring intentions.

24 Beginning and ending sea passages

24.01 Sea passage shall begin and end in the vicinity of the sea buoy, light vessel, or pilot station at the port entrance, whichever is to seaward, or any other position (e.g., Cape Hinchinbrook) specified by the Master's instructions to the Deck Watch Officer.

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25 Underway bridge watches

25.01 When a vessel is underway, one of three Bridge Watch conditions shall be in effect. The Bridge Watch conditions are: Bridge Watch I: This watch has one Deck Watch Officer on the Bridge (see Parts B02 and B03). Bridge Watch II: This watch has Master and Deck Watch Officer on the Bridge (see Parts B02

and B04). Bridge Watch III: This watch has Master and two Deck Watch Officers on the Bridge (see Parts

B02 and B05). 25.02 The Master shall set the appropriate Bridge Watch condition. Whether it is change in watch

conditions where the Master takes the Conning, or a change of watch, there must be a definitive procedure for the change of conning.

26 Pilotage

26.01 The Master must supervise a Pilot or Mooring Master whenever the safe navigation of the vessel or regulations make it necessary.

26.02 With regard to Masters piloting their own vessels, COMPANY shall evaluate each case on an individual basis, and not have a standardized policy applicable to all ports and all Masters. No Master shall pilot a COMPANY vessel.

27 Pilot embarkation and disembarkation

27.01 When the vessel’s pilot station ETA has been established, the Deck Watch Officer or Master shall contact the pilot station to arrange for Pilot boarding. The Deck Watch Officer shall communicate with the pilot boat to establish position of pick-up, on which side of the vessel the Pilot shall board, the height of ladder end above water and the vessel's heading and speed at time of boarding.

27.02 A Deck Officer shall supervise the embarkation or disembarkation of the Pilot. 27.03 The pilot ladder must meet current IMO and U.S. Coast Guard ("USCG") standards. The rigging of

the ladder shall be supervised by a Deck Officer (see Appendix VII). 27.04 For Safety of Life at Sea ("SOLAS") regulations regarding Pilot transfer arrangements (see Appendix

IV).

28 Master/Pilot Data Exchange

28.01 When employing the services of a Pilot, Masters shall use the Master/Pilot checklist and Pilot card to facilitate the exchange of information between the Master and Pilot (See Section F Part 2).

28.02 The Pilot Card is to be completed by the Master and given to the Pilot upon boarding the vessel. The Pilot is required to sign the card, and, if he refuses, a remark should be made in the Pilot Card.

28.03 After reviewing local navigational rules/warnings and weather conditions, the Master shall discuss the vessels manoeuvring characteristics in light or loaded condition as appropriate with the Pilot or mooring Master promptly upon boarding, acquainting them with any unusual characteristics. See Appendix II for samples of Master/Pilot Check List and Pilot Card. Manoeuvring Characteristic diagrams shall be conspicuously posted in the wheelhouse for easy viewing by all ship handlers.

28.04 When scheduling delays or other circumstances make time available for vessel manoeuvres, the Master, assisted by Pilot or Mooring Master, may check the actual manoeuvres of the vessel against the manoeuvring characteristics in both light and loaded conditions, and in deep and shallow water. The results of these comparisons shall be logged as completed in the Deck log book.

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28.05 At a safe and convenient time after the Pilot or Mooring Master boards the vessel the Master shall complete the Master/Pilot Check List form by questioning the Pilot, using the dedicated Company checklist and forms listing important questions regarding the Pilot’s intended transit plans, including an understanding of the courses and speeds at which the vessel will proceed (see Appendix II). The Master’s objective should be to ensure that the plan is safe, and that the expertise of the Pilot or Mooring Master is fully supported by the Bridge team. The back of the card should provide plan-view outlines of the vessel for illustration of anticipated tug tie-up and mooring line arrangements by the Master or the Pilot or both. This activity must not distract from the Pilot’s duties. Only one copy of the form is to be completed and retained by the Master for use when the Pilot is on board. Thereafter, this form shall be filed for three (3) year in the vessel’s files.

29 Master/Deck Watch Officer/Pilot Relationship

29.01 The Master is the ultimate authority on the vessel and is responsible for its safe navigation. Despite the duties and obligations of pilots and/or Mooring Masters, their presence on board does not relieve the Master or Officer in charge from their duties and obligations for the Safety of the Ship.

29.02 The Master shall ensure that Deck Watch Officers are capable of acting on the Master's behalf with a Pilot or Mooring Master should the Master need to leave the Bridge.

29.03 Diplomacy and tact must govern relationship between the Bridge Team and the Pilot or Mooring Master, considering the Multi-Cultural diversity, in order to obtain the safest ship handling performance.

30 Pilot’s or Mooring Master’s Compliance with Rules

30.01 Masters and Deck Watch Officers must insist when proceeding in all waters that the Pilot or Mooring Master comply with COLREGS (note that special rules are in use in the internal waters of some countries, particularly in USA) and observe speed restrictions when navigating rivers and narrow channels, with due regard for the conditions likely to be encountered en route to the vessel’s destination.

31 Judging the Pilot’s Or Mooring Master’s Ability

31.01 Masters and Deck Watch Officers must remain alert to the Pilot's or Mooring Master's handling of the vessel and be prepared to intervene when necessary to safeguard personnel, environment, vessel, or cargo. Masters and Deck Watch Officers must observe the helm and engine orders given by the Pilot or Mooring Master and promptly determine whether the Pilot's or Mooring Master's orders will produce the desired results, based upon their understanding of the vessel's handling characteristics.

31.02 The Master or the OOW may take over the conning from the compulsory pilot, but they must have a good reason for doing so.

1) Pilot Incapacitation 2) Pilot Error 3) Lack of a firm command. – See STCW CODE – Part A Chapter VIII/2 (49-50) The Master’s responsibility in fact includes also the obligation to supersede or displace the Pilot/Mooring Master if the Vessel is in immediate danger or the Pilot/Mooring Master is incompetent or incapacitated: if the master fail to intervene, he will be held ultimately responsible for any incident involving the Ship. In that case the Master must: 1) State his intention of taking over the conning loudly so as to be heard by the pilot and the entire

Bridge Team.

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2) Make a Log-Book Entry 3) Inform Port Authorities and Pilot Station. 4) Inform the Agent and the Company (DPA) at the earliest.

31.03 The Master must take affirmative action to obtain a suitable replacement Pilot or Mooring Master if any doubt exists regarding the competence of the existing Pilot or Mooring Master. If it is not practicable to obtain a replacement, in case the passage without pilot is allowed, the Master shall not proceed with it prior to get authorisation from the Operation Manager and Safety Manager. The discussion between the Master and Operation Manager and Safety Manager should include assessment of risks and implementation of extraordinary precautions to be taken before proceeding with passage.

32 Work and Rest Rules 32.01 The most pertinent Instruments relating to fatigue on boards are STCW CODE and ILO-MLC

Convention 2006. For Italian ships, D.L. 271 and decree 108 are more accurate. STCW CODE state that “persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch and those whose duties involve designated safety, prevention of pollution and security duties shall be provided with a rest period of not less than: 1. a minimum of 10 hours of rest in any 24-hour period; and 2. 77 hours in any 7-day period. 3. The 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 intervals between consecutive periods of rest shall not exceed 14 hours.

ILO-MLC Convention 2006 state that “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 six hours in length, and the interval between consecutive periods of rest shall not exceed 14 hours”. Italian D.L. 271 as amended by Decree 108 specifies that in case of vessels with voyage length of less of 24 hrs from port to port, more frequent or longer periods of rest must be granted.

32.02 All COMPANY fleet personnel are responsible for keeping track of their work hours, and may not work beyond the limits of the law except in an emergency with approval by the Master. It is the responsibility of the Master and owner of the vessel to ensure that all licensed individuals employed on the vessel, including Pilots and Mooring Masters, comply with the working hours stipulated above to ensure the safe and efficient operation of the vessel, in accordance with all applicable laws and Company rules and regulations. Masters shall notify the Manager, Vessel Operations of any non-compliance with this policy and document the facts of the situation in a timely manner. Any questions regarding compliance shall be directed to the Manager, Vessel Operations.

32.03 The following guidelines should be noted in applying Rest and working hrs organization: The Company applies to all crewmembers signed onto the vessel, Pilots, and Mooring Masters. The Master has the authority to stop vessel operations if the rest requirements are not

satisfied, to ensure the safe operation of the vessel.

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To maintain compliance with STCW CODE, each officer shall maintain a daily log of personal work hours. Supervising officers shall maintain work hour logs for unlicensed personnel. These logs shall be reviewed periodically by the Master and Chief Engineer to monitor work hours and ensure compliance (For Italian vessel See Decree 108, Art. 4 for details about flag mandatory logbook).

Proper Operating Procedure and Working Instructions are available as part of company SMS for detailed information on the matter.

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Revision n. 0 01.09.13 Pag.B1

B NAVIGATION PROCEDURES

01 Underway Bridge Watches 01.01 This section describes how underway Bridge Watches shall be manned, and the

duties of watch officers and crew members involved for each different Bridge Watch set. The Pilot shall not be considered part of the vessel’s complement and shall not assume any of the Bridge Watch organisational positions.

02 Bridge Watch Conditions 02.01 The Master has a responsibility to set the proper Bridge Watch (details of each,

below) and ensure a proper vessel lookout. The Bridge Watch set shall be stated clearly and logged in the Deck Log book and clearly posted.

02.02 A change of Bridge Watch condition (i.e., from Bridge Watch I to Bridge Watch II), according with Company Policy, automatically imply change of conning. Any change of conning must be ordered verbally by Master, acknowledged, and logged in the Deck Logbook (for Italian flagged vessels it shall be recorded into Libro Giornale – Parte III also).

02.03 All personnel, including officers and unlicensed seamen who may be assigned to any duty station in any Bridge Watch, shall understand fully the duties expected of them. It is the Master's responsibility to ensure that all officers and crew members are properly trained.

02.04 When underway, Bridge Watches shall be set at the Master's direction and discretion according to prevailing conditions as follows:

Primary Conditions Bridge Watch Open Waters: Clear weather, little or no traffic I Clear weather, higher density traffic I or II Restricted visibility, little or no traffic II Restricted visibility, higher density traffic II or III Restricted Waters (Limited Manoeuvring Room): Clear weather, little or no traffic II Clear weather, higher density traffic II or III Restricted visibility, little or no traffic II Restricted visibility, higher density traffic II or III Approaching Port Area: Clear weather, little or no traffic I or II Clear weather, higher density traffic II or III Restricted visibility, little or no traffic II or III Restricted visibility, higher density traffic II or III At Any Time When the Following Conditions Exist: High navigational intensity plus collision avoidance II or III

Please make reference to dedicated Company Poster.

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03 Bridge Watch I 03.01 This watch has only one Deck Watch Officer and one AB on the Bridge. 03.02 Deck Watch Officer Conning. Duties are as detailed in Parts B06 through B18 of this manual.

04 Bridge Watch II 04.01 This watch requires Master, one Deck Watch Officer and one AB on the Bridge.

Master, when required (i.e. canal transits exceeding the working hours limit) may delegate authority to Chief Officer. By doing so, the Master does not thereby delegate responsibility.

04.02 Conning Officer: the Conning Officer is the watch co-ordinator and supervisor and shall ensure that the vessel’s course and speed are regulated for safe navigation.

04.03 The Deck Watch Officer's primary duties shall be radar operation and collision avoidance, with additional communications and navigational responsibilities. Aside from other duties ordered by the Master, the Deck Watch Officer shall: Acknowledge the Master/Conning Officer's helm and engine orders, making

sure they are carried out properly: Operate the engine order telegraph or throttle and watch for proper

response. The RPM indicator shall be checked to ensure correct response to engine orders as well as to ensure radar plot calculation accuracy with respect to speed over the bottom;

Be aware of the vessel’s speed to ensure compliance with VTS and/or local regulations, and to ensure accuracy of rapid radar plotting and ARPA data.

Co-ordinate all Bridge radio communications, and log them as required; Keep current radar or other navigation plots (using soundings when

applicable) on the appropriate charts; Plot closing targets and/or others called for by the Master/Conning Officer to

obtain closest point of approach ("C.P.A."), time of C.P.A., and the course and speed of the targets. Data must be promptly and accurately reported to the Master/Conning Officer who shall acknowledge receipt of the data (see Part A19, Radar Use);

Properly maintain all Bridge logs and records.

05 Bridge Watch III 05.01 This watch requires Master, two Deck Watch Officers on the Bridge and AB plus

additional lookout. The Master will take the conning. This watch is the most critical and demanding and calls for the most rigorous attention to priorities.

05.02 Master Conning The Master is the watch co-ordinator and supervisor. The Master shall ensure

that the vessel's course and speed are regulated for safe navigation. The Master must utilise the two Deck Watch Officers on the Bridge with maximum effectiveness and minimum confusion. Given the demanding conditions of this Bridge Watch, watch personnel must operate as a smoothly-functioning team. The Master must manage the watch in a manner which optimises communication. Deck Watch Officers must be alert and prepared to advise each

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other and the Master quickly of any significant navigational or traffic developments.

05.03 The Master shall assign one Deck Watch Officer as the Radar Watch Officer and the other as the Navigation Watch Officer.

05.04 Radar Watch Officer (Traffic/ARPA) This Deck Watch Officer shall have no responsibilities other than to operate the

vessel's radar as ordered by the Master. 05.05 The radar-derived information must be promptly and accurately reported to the

Master who must acknowledge it. 05.06 Radar navigation data shall be provided to the Navigation Watch Officer. 05.07 Navigation Watch Officer This Deck Watch Officer shall be responsible for all navigation and

communication duties as outlined in Part B04.03, excluding radar operation. 05.08 Particular, attention must be paid to the vessel's plotted navigational progress,

especially with regard to speed and possible position deviations from the planned track.

06 Informing the Master 06.01 The Master should be informed whenever an event or change occurs of which a

mariner should be aware. Such change need not be a potential emergency and need not necessarily lead to a change in existing operation. The Master must also be informed whenever the Deck Watch Officer is in

doubt as to the correct action to take. The Master must be informed in sufficient time to allow the Master's full

assessment of the situation and time required to act upon that assessment. 06.02 At a minimum the Master must be informed immediately whenever any of the

following events occur: If the Deck Watch Officer is in doubt as to the correct action to take from any

cause or for any reason; When a "giving way vessel" comes within 30 minutes of the allowable C.P.A.

without significant bearing change, and all communication attempts to determine that vessel’s intentions have failed;

When any navigation equipment fails, or if any doubt exists concerning the accuracy of such equipment;

Upon receipt of any distress call; If missing a navigational mark at the expected time or in doubt as to the

vessel's position; If the actual depth soundings disagree with expected readings; If unmarked navigation hazards are sighted; When approaching or experiencing a reduction in visibility; When approaching heavy traffic; If engine speed is reduced; In any situation not mentioned above which would be considered a "special

circumstance" as defined by COLREGS; and Whenever the vessel's condition is in jeopardy.

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The above list is not intended to be exclusive, but merely to set minimum expectations. The Master shall extend this list with his own standing orders.

06.03 If for some reason the Master is not immediately available, two short rings of the General Alarm shall be the preferred method of calling the Master to the Bridge.

07 Relieving the Watch 07.01 Every watch should be relieved before the scheduled change at least 15 minutes

before in order to take full vision of ship condition. To relieve properly, the oncoming officer shall: Be in compliance with work hours as required by STCW CODE, ILO-MLC

2006, Law. 271(Italian flagged vessels only) or more stringent Company approved rules; and

Complete and sign the Company Checklist for Changing Over the Watch (refer to Appendix V of present Manual).

07.02 The oncoming officer and the officer being relieved shall check the following navigational equipment, making entries as required: Recording equipment operation with particular attention to RPM recorder or

bell logger and course recorder operation and entries (see Section C Part 13 of present Manual);

Gyro steering repeater against the master gyro and check magnetic compass error against compass deviation table.

07.03 When being relieved of the watch, a Deck Watch Officer shall ensure that: The oncoming officer is in compliance with STCW CODE, ILO-MLC 2006,

Law. 271(Italian flagged vessels only), understands the vessel’s situation, and is capable of assuming responsibility for the watch;

The watch has been properly relieved, as described in this part; and The required entries have been made in the Deck Logbook, Bridge Bell

Book, when in use, and the course recorder chart. 07.04 After being relieved, and before leaving the Bridge, the officer being relieved

shall sign the Deck Logbook for the watch period. 07.05 The watch shall not be relieved during a manoeuvre, i.e. during a traffic

manoeuvre or change of course or speed. The watch shall be relieved upon completion of the manoeuvre, i.e., with the vessel proceeding along the intended track laid down on the chart in use, and toward the desired waypoint at the ordered speed.

07.06 When both officers are satisfied that the aforementioned items are in order and understood, the oncoming officer shall formally take over the Bridge Watch by a verbal exchange of gyro and magnetic compass courses. Master standing/night orders in any abnormal/critical situation can arise on vessel on his track during next four hours.

07.07 If the relieving officer refuses to take over the watch for any reason, or if the officer being relieved doubts the incoming officer's understanding of the vessel's situation or ability to assume the watch, the Master shall be notified immediately.

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08 Deck Watch Officers' Duties and Responsibilities 08.01 Masters may enhance the duties and responsibilities listed in this part expanding

them at their discretion at any time to improve the safe operation of the vessel. 08.02 Deck Watch Officers are the Master's representatives and are responsible to the

Master for the vessel's safe navigation, in compliance with COLREGS and local/international regulations.

08.03 Deck Watch Officers must remember that the safety of personnel, environment, vessel, and cargo is their responsibility whenever they have the conning.

08.04 Deck Watch Officers are responsible for carrying out the Master's verbal orders, and Master's Standing Orders (Daily and Night).

08.05 Deck Watch Officers must fully understand fully the various underway Bridge Watches and their duties under each Bridge Watch condition as detailed in Parts B03 through B05 of present Manual.

08.06 If Deck Watch Officers are unclear about any of their duties, they shall inform/ask the Master immediately.

08.07 In an emergency, Deck Watch Officers must take any required prudent actions necessary to ensure the safety of the vessel. Company Emergency checklists are provided as part of SMS (refer to Appendix V of present Manual).

08.08 Good seamanship must be observed by all Deck Watch Officers. They and their subordinates on watch shall be alert and attentive to their duties at all times.

08.09 Deck Watch Officers must realise that it is their responsibility to ensure that proper Lookouts are posted at all times as good seamanship and the law require, and that these Lookouts are properly trained and instructed in their duties (see Part A18 of present Manual).

08.10 In order to assist the Master, Pilot and/or Mooring Master, Deck Watch Officers must remain aware of all navigational circumstances including traffic, shallow hazards and possible equipment failure, to be able to notify the Master/Conning Officer of any navigational development they may have not noticed.

08.11 When navigating in restricted waters, Deck Watch Officers must plot and log sufficient navigational points so that the vessel's speed and position are always known.

08.12 At sea, Deck Watch Officers shall fix the vessel's position at least hourly. When coast piloting, the vessel's position shall be known at all times by the use of all means available.

08.13 Deck Watch Officers shall immediately inform the Master of any significant discrepancy between the expected vessel’s position or speed between positions.

08.14 Whenever the engines may be needed for manoeuvring in restricted waters, Deck Watch Officers shall notify the Engine Department well in advance, (one hr time), to ensure that both generators are operational and the main propulsion unit is ready for manoeuvring.

08.15 At the Master's discretion, Deck Watch Officers shall be rotated to ensure cross training and meeting the development needs of the officers

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09 Second Officer’s Duties and Responsibilities 09.01 Inspection Upon Joining the Vessel.

When joining a vessel, the Second Officer shall report to the Master and, with the officer being relieved, inspect those items for which the Second Officer is responsible, as described below. Second Officers shall discuss immediately any unsatisfactory conditions, including equipment malfunctions, with the Master.

09.02 Second Officers are next in authority to the Chief Officer and are expected to be familiar with and able to perform the Chief Officer's duties as required.

09.03 The Second Officer's responsibilities shall include, but not be limited to: Navigation Equipment & Instruments Chronometers, vessel clocks (except

those in the engine room), time zone changes, meteorological instruments, depth sounders, and the care of compasses, electronic navigation aids, and the radio direction finder; and

Hydrographic Information Navigation publications and charts on board must be kept current and a chart correction log maintained. Courses shall be laid out properly for the voyage/passage prior to getting underway.

A Navigation report is required according with SMS instructions.

10 Third Officer's Duties and Responsibilities 10.01 Inspection Upon Joining the Vessel

When joining a vessel, the Third Officers shall report to the Master and, with the officers being relieved, inspect those items for which they are responsible, as described below. Third Officers shall discuss immediately any unsatisfactory conditions, including equipment malfunctions, with the Master.

10.02 Third Officers are next in succession to the Second Officer and shall be familiar with and able to perform the Second Officer's duties as required.

10.03 Preparing to Getting Underway Prior to getting underway, the Third Officer shall obtain the vessel's forward, aft, mean, and mid-ship drafts as well as the port and starboard freeboard upon anchoring or docking and before sailing. This information must be reported to the Chief Officer. The Third Officer is also responsible for taking water salinity at the loading and discharge berth and for determining allowances for the vessel’s draft. Draft, freeboard, and salinity results must be reported to, and logged by the Chief Officer.

11 Danger Bearings and Ranges 11.01 Danger bearings and ranges shall be used in navigating the vessel. 11.02 The Master and Deck Watch Officers must employ danger bearings,

circumstances permitting, to determine the safe navigation limits for the vessel's track.

11.03 A buoy or any such marker liable to shift, and such fixed point shall not be used as a range unless no alternative exists.

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11.04 Radar danger bearings taken to points of land must be selected carefully. Isolated rocks, beacons, etc., which are clearly defined and shown on navigation charts and not subject to shifting with winds and currents are preferable.

12 Determining the Vessel’s Position 12.01 All of the vessel’s navigational equipment must be used, as necessary, to

determine the vessel's position. The advantages and limitations of each aid must be fully understood.

12.02 To obtain confirmed fixes, each fix shall be compared to another fix obtained by an alternate means. All fixes must be plotted on the navigation chart in use. Fixes must be plotted according Company standards as per dedicated poster.

12.03 Positive identification of navigation lights (lighthouses, buoys, beacons, etc.) shall be made.

12.04 Deck Logbook entries shall be made of time, distance off, and vessel speed when abeam of navigational lights, aids, and prominent points.

12.05 Fixes shall remain on charts until the next passage in the same zone. 12.06 Soundings are to be taken with the Fathometer when making a landfall, when the

vessel is in unfamiliar, restricted, or shallow waters, or at any other time when soundings may assist in establishing the vessel's position.

12.07 Whenever a vessel is calling at a facility for the first time, and at any dock or anchorage where soundings have not been verified within the last year, soundings shall be obtained around the vessel.

12.08 Whenever dangers to navigation exist in restricted waters or in coastal areas, the Master and Deck Watch Officers must ensure that frequent checks of the vessel's position are made by alternative methods to eliminate the risk of grounding or stranding as a result of human or mechanical error.

13 Steering Mode 13.01 Automatic steering (auto pilot) normally shall be used during open sea passage. 13.02 The steering mode shall be changed over from automatic to manual steering:

In any emergency situation; In diminishing and restricted visibility, as defined by the Master; For all manoeuvres to avoid vessel traffic; When Bridge Watch II or III (see Parts B04 and B05 of this manual) is set by

the Master; Whenever the vessel’s draft (whether deepest at bow or stern) exceeds 60%

of the water depth; Whenever the vessel steers poorly; and Whenever the Master/OOW considers it necessary.

13.03 All Deck Watch Officers must be thoroughly familiar with the proper method of changing over from one steering mode to another.

13.04 The changeover procedures for each vessel shall be posted close to the helm for ready reference.

13.05 Any change of steering mode or operation of the steering mode control must be supervised by the Deck Watch Officer (see Part C of present manual).

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13.06 For vessels so equipped, the off-course alarm shall always be set to give timely warnings of undesirable course variations.

13.07 Whenever the vessel is operating in the automatic steering mode or when the steering mode is being changed, Deck Watch Officers must always be alert to the possibility of unexpected system failures.

13.08 Whenever the vessel is being steered manually or when a Helmsman is standing by to take over in the automatic mode, the Helmsman shall not be given any other duties.

13.09 All Deck Watch Officers and Helmsmen must be thoroughly familiar with the sound and operation of the alarm, indicating that the helm is being turned while in automatic steering mode. This alarm signals the need to change from automatic steering mode to manual steering mode in order to initiate steering manually.

13.10 Steering mode changeovers shall be recorded into official deck logbooks (for Italian flagged vessels into Libro Giornale – Parte III).

14 Deck Logbook Entries 14.01 The Deck Logbook is the vessel's primary operating record to be used

continuously both at sea and in port. Particular care must be taken to see that all entries are neat, correct, and as complete and concise as possible. The Master shall review and sign the log daily. See Appendix III to get reference of required Deck Logbook entries.

14.02 Deck Logbook entries shall be made in English except as otherwise required by national law.

14.03 Deck Logbook entries shall include standard meteorological data which must be carefully assessed.

14.04 All entries made in the Deck Logbook, Bell Book or on the Course Recorder shall be made in ink.

14.05 If an error is made in a Deck Logbook, Bell Book or Course Recorder entry, corrections shall always be made by drawing a single line through the error and writing above or below the incorrect entry. The Officer making it shall sign the correction.

14.06 No erasures shall ever be made in any of the aforementioned documents. 14.07 The Deck Logbook, when completely filled out, shall remain on board indefinitely,

stored in a safe but convenient location. If removed from its storage location a record shall be kept of its removal and return. (See dedicated Working instruction for details of Italian Logbook management).

14.08 When making notations in the Deck Logbook, Bell Book or on the Course Recorder, duplicate entries shall be kept to a minimum.

15 Bridge Bell Book Entries 15.01 Orders to the engine room must be recorded in the Bridge Bell Book. All entries

must be made in accordance with a standard format (see legenda included into logbook). On vessels with automatic engine order systems, the orders "standby engines" and "finished with engines" shall also be recorded in the Bell Book. All notations must be made in pen.

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15.02 The Officer keeping the Bell Book must sign it at the end of each watch or Bridge assignment.

15.03 Concise notations explaining the reason certain engine orders were given are required and include, but are not limited to: Signals given to the engine room and their corresponding times; Name of the Pilot or Mooring Master and time of boarding; Name of each tug and its "alongside," "made fast, " and departure times; Events of navigational importance such as “passing fishing boat piers”

“dredge ahead,” “moored vessel,” etc.; Any unusual event such as "anchoring," "approaching fog bank," avoiding

traffic," etc.; All other information pertinent to the vessel's movement.

16 Compass Error 16.01 Conditions permitting, compass error shall be determined at least once each

watch at sea and at anchor, and for each course steered. These data shall be recorded in the Compass Record Book. In restricted or pilotage waters, compass error shall be determined by the use of transit bearings and ranges, and the results similarly logged.

16.02 During the watch, simultaneous checks between the gyro and magnetic compasses shall be made at least hourly.

16.03 Frequent checks shall be made between the master gyro and all repeaters and other equipment utilising the gyro including the course recorder. Significant discrepancies shall be investigated, corrected if possible, and logged in the Deck Logbook.

16.05 A valid updated (yearly) deviation table shall be maintained and available on the Bridge to the Deck Watch Officer (see Part C of present manual).

17 Procedures in Diminishing and Restricted Visibility 17.01 The Master shall inform the Deck Watch Officers of circumstances that shall be

considered "restricted" visibility. Definition of restricted visibility should be provided through Master’s standing orders.

17.02 All Deck Watch Officers must understand completely the Master's requirements of actions to be taken in restricted visibility, as set forth in the Master's Standing Orders logbook.

17.03 When visibility diminishes to the point set by the Master, the Deck Watch Officer shall: Inform the Master immediately; NOTE: When the Master or Pilot takes the conning, ordinarily the Deck Watch Officer will take the Radar Watch. The Master may assign any Deck Watch Officer to this duty, but shall clearly state who is assigned to Radar Watch. Call any additional watch personnel according with Bridge Watch set by the

Master; Log the Bridge Watch set and change of conning; Notify the Engine Room to be prepared for immediate manoeuvring;

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Reduce speed as required; Instruct and post Helmsmen/Lookouts as required (see Parts A17 and A18); Change to manual steering (see Part B13); Activate both steering motors, as applicable; Comply with practices prescribed by COLREGS for vessels in restricted

visibility, including sounding appropriate signals; and Log all actions and precautions taken.

17.04 Nothing in the preceding section or any other section shall prohibit the Master from taking any steps consistent with good seamanship.

18 Anchor Position and Use 18.01 When passage planning, the Navigation Watch Officer shall mark charts with all

necessary information including the drop bearing and/or range at the anchorage. 18.02 As soon as the vessel is settled into its anchored position, fixes must be taken,

plotted, and bearings entered into the Deck Logbook. Position can fixed by taking one bearing of a prominent mark and radar distance or by taking two or three bearings (as practicable) of prominent marks. The vessel's position must be plotted at least hourly. The vessel's position shall be continuously monitored.

18.03 If radar is being used for anchor fixes during periods of restricted visibility, proper allowance shall be made for potential bearing and range errors due to beam width, contour of shore marks, calibration of equipment, weather, etc. Care must be taken to use prominent marks.

18.04 Watch personnel must pay special attention at the tide change, and during periods of maximum current and tidal swings. The anchored position and distance of nearby vessels should be considered in all of the above circumstances. The start and finish time of the swing must be entered in the Deck Logbook.

18.05 Appropriate signals shall be used in restricted visibility in accordance with COLREGS.

18.06 When using a single anchor, the other anchor shall be ready for immediate emergency use.

18.07 Masters shall not attempt to anchor in or near ice unless no other option is available. Special care must be taken in swift currents. The risk of anchor loss can be great under the strain of ice and currents.

18.08 Prior to entering restricted waters, conditions permitting, both bow anchors shall be prepared for letting-go. Anchors so readied for letting-go shall be attended by at least one properly instructed crewmember. Conditions permitting, both anchors shall be broken out of their hawse pipes to ensure that they will run free if needed.

18.09 Crew members attending the anchor shall maintain communications with the Bridge team.

18.10 Vessels shall display the day signal as required of an anchored vessel by COLREGS.

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Revision n. 3 01.12.15 Pag.C1

C NAVIGATION EQUIPMENT

01 Responsibility for Navigation Equipment

01.01 Master

Ensuring that all navigational equipment is used and maintained in a professional manner. To train watch-keeping Officers in the proper handling and upkeep of navigational equipment on

board.

01.02 Bridge Watch-keeping Officers

To ensure that navigational equipment on board is used and maintained in operational readiness as per manufacturer’s instructions and Master’s guidance.

02 General Guideline

All navigational equipment are always under the responsibility of the Deck Watch Officer, except as specified below.

03 Chronometers

01.01 Vessel chronometers are the responsibility of the 2nd Officer. Chronometers shall be wound-up (for model that still require it) at the same time each day. A 3rd Officer will however be receiving time signals and maintaining Chronometer Rate Log. All Chronometers shall be serviced during each shipyard repair period.

04 Clocks

04.01 The care and upkeep of all vessel clocks, except those in the Engine Room shall be the 2nd Officer's responsibility. The Second Officer is responsible for the winding and setting of the clocks.

04.02 Prior to getting underway, as part of the Bridge Equipment tests, clocks shall be compared and synchronised as required, and the synchronisation entered in the Deck Logbook by watch-keeping officer. Bridge and engine room clocks shall also be synchronised daily at noon and prior to arrival. The engine room must be notified whenever necessary to ensure that engine room and Bridge clocks are synchronised.

04.03 When it is necessary to advance or retard vessel clocks, all clocks shall be advanced or retarded at the same time, i.e. the Bridge clock, chartroom clock and engine room clock shall always indicate the same time. Time zone changes and any time changes due to Daylight Savings Time shall be logged when made. All clocks shall reflect local time.

04 Compasses

05.01 The care of all basic navigation equipment, including magnetic compasses, gyrocompasses, gyro repeaters, and course recorders, is the responsibility of the 2nd Officer.

05.02 If any doubt exists as to magnetic compass accuracy, the Master will duly report it to the Company, which will arrange as soon as practicable a service to get an updated deviation table through an authorized provider.

05.03 Magnetic compasses shall be compensated for whenever significant deviation error occurs or, when it is consistently > 5 degrees and after a significant repair period.

05.04 During the watch, when underway, frequent checks of the compasses must be made. Simultaneous checks and comparisons between the vessel’s gyro compasses, all repeaters including the course recorders, and magnetic compasses (standard and steering) shall be made at least hourly to ensure that they are all functioning properly. Discrepancies shall be investigated, corrected if possible, and



logged. An up-to-date (yearly re-issued by authorized service is required) deviation table shall be maintained and available to the Deck Watch Officers.

05.05 Electronic systems located close to the compass, (i.e: Impressed Current anti-corrosion Systems) can greatly influence magnetic compass readings. Deviation changes with those systems on and off will vary with draft, submerged coating condition, electrical flow through the system, etc. These variables may limit the accuracy of deviation tables and compass observation records. Spare magnets and spare radar magnetrons should be stored away from the magnetic compasses.

06 Depth Sounding Equipments and Recorder

06.01 Fathometers and echo sounder must be properly maintained and ready for navigational purposes at any time.

06.02 Echo sounder must be properly maintained and ready for use at any time. The echo sounder shall be used whenever the vessel is in unfamiliar, restricted, or shallow waters, or at any other time when soundings may assist in establishing the position of the vessel or making a land fall (crossing 100 fathom line).

06.03 Every time the Echo sounder is used, a notation regarding date/time and position/port/place should be made on the echo sounder paper to provide forms of reference. Switch-on and switch off of echo sounder shall be plotted on chart.

06.04 When the Echo Sounder is run continuously such notations should be made at intervals or mark specific areas of the passage. Echo-sounder alarm must be set up as per UKC company procedure every time is switched on.

The echo sounder should be checked each voyage in each range scale, and compared to depths shown on the chart. Results should be recorded in the Deck Logbook.

06.05 The echo sounder recorder shall be checked for alignment, recording paper and ink supply, and proper printing/marking, as applicable, during pre-arrival testing and testing prior to getting underway. Checks prior to arrival and getting underway shall be logged as completed in the Deck Logbook. Echo sounder alarm should be set up as per UKC Company procedure.

06.06 Soundings shall be taken by any means necessary whenever the vessel is in unfamiliar, restricted, or shoal waters, or at any other time when soundings may assist in establishing the position of the vessel.

06.07 In the event of a vessel accident, the echo sounder record shall be removed, properly identified with the vessels name and date in ink, signed by the Master and the OOW at the time of the accident, and retained pending instructions from Management.

07 Electronic Navigation Aids

07.01 All electronic navigation aids such as gyro, radar, Global Positioning System ("GPS") and chart plotting devices are to be tested and set-up by the watch-keeping Officer prior to getting underway to ensure that they are accurate and in proper working condition.

07.02 Master and Officers should be completely familiar with the corrections to be applied to these systems and of inherent limitations that affect the accuracy of the individual system. Reliance on any one system alone could lead to a significant navigational error. Integrated approach should be used with at least two systems, to verify the accuracy of the vessel’s position.

08 General Alarm

08.01 The watch-keeping Officer is responsible for and must test the vessel's General Alarm system prior to getting underway, at noon each day at sea, and prior to entering restricted waters. These tests



shall be logged as completed in the Deck Logbook. Should he notice any malfunction, the Master and Chief Engineer shall be informed immediately.

09 Meteorological Instruments

09.01 Thermometers, hygrometers, barometers, anemometers, and barographs are the responsibility of the 2nd Officer. Meteorological Officers visiting/inspecting vessels in port should be encouraged to calibrate Meteorological instruments during their visits.

10 Radars

10.01 Radars and ARPA radars shall be started prior to getting underway as part of the Bridge Equipment tests. Masters are to ensure that there are adequate spares, including a spare magnetron for each radar onboard.

10.02 OOW should adjust to gain, brilliance, sea clutter, rain clutter and tuning to be made at regular intervals and especially during critical operations to obtain optimum radar performance. Performance of radars is to be monitored whenever Radars are in use.

11 Radios

11.01 Prior to getting underway, Bridge VHF radios shall be checked to ensure that they are operational on the proper channel(s).

11.02 All licensed Deck Watch Officers must have valid restricted radiotelephone operator permits as required by FCC Rules & Regulations Part 83, Sections 152 & 158, in order to operate VHF radios and single sideband radio on low power.

11.03 Bridge radio equipment use shall be restricted to distress traffic, navigational safety, and official Company business. Transmissions shall be kept to a minimum. With the Master's permission, this equipment may be used for public correspondence.

11.04 Bridge-to-Bridge VHF Channel 13 use is mandatory for all vessels in U.S. waters. Ships >20m length shall maintain a listening watch on this channel in US waters.

11.05 Channel 5A is mandatory for vessels transiting within the Puget Sound VTS area of jurisdiction. 11.06 VHF Channel 16 must also be monitored at all times while the vessel is underway except in VTS

areas. 11.07 All Watch Officers must use the appropriate VHF channel for the purpose assigned (ALRS). Deck

Watch Officers must feel free to use Bridge radio equipment as needed. Officers must exercise extreme caution when communicating over the VHF with other vessels, about their manoeuvring intentions.

11.08 All Deck Watch Officers must know the different VHF channels used for the services they may need, whether vessel-to-vessel or Port Operations, Pilots, etc, considering the local rules/procedures.

11.09 Radiotelephone logs must be kept in accordance with International Telecommunicating Authority regulations.

12 Recorders

12.01 All recorders shall be operated on UTC Time and shall be kept on when underway, at anchor, and while loading or discharging, if applicable. Notations made on recorder charts shall be made in local time with name of port/place and operation. All recording equipment shall be checked for clock agreement, recording paper and ink supply, and proper printing/marking, as applicable.



13 RPM Recorder Or Bell Logger

13.01 The RPM Recorder or Bell Logger shall be checked for alignment and clock agreement, recording paper and ink supply, and proper printing/marking, as applicable, at the conclusion of each watch, during pre-arrival testing, and testing prior to getting underway. Checks prior to arrival and getting underway shall be logged as completed in the Deck Logbook.

13.02 RPM Recorder or Bell Logger tapes shall be operated on UTC Time and notations made in local time. When completed, these tapes must be dated (start and finish), and the voyage number noted. These tapes and the Bridge Bell Book shall be kept aboard the vessel indefinitely. If removed, a record shall be kept of their removal and return.

14 Course Recorder

14.01 The Course Recorder shall be checked and signed by OOW (as long as practicable) at the beginning of each watch for pen alignment and clock agreement, recording paper and ink supply, and proper printing/marking as applicable, and during pre-arrival testing and testing prior to getting underway. Checks prior to arrival and getting underway shall be logged as completed in the deck logbook.

14.02 In the event of a vessel accident, the entire course recorder roll shall be removed from the recorder even if only partly used, properly identified with the vessels name and date in ink, signed by the Master and Deck Watch Officers on duty at the time of the accident, and retained pending instructions from Company management.

14.03 If the course recorder fails underway or its error cannot be kept under one degree in excess of autopilot weather adjustment, Company management must be notified and repairs service arranged at next port. Any course recorder failure must be logged, noting the circumstances of the failure.

14.04 Course recorder chart entries must be made and initialled as they occur, if possible, and at the end of each watch. The entries made shall include but not be limited to:

The vessels course position, at the end of the watch or at noon, whether by fix or dead reckoning. The time and date of pre-arrival testing and testing prior to getting underway. If there have been any alterations of course during the watch. When hand steering has been used.

14.05 Used course recorder charts shall be stored on board for three years. If removed before three years a record shall be kept of their removal and return.

15 AIS (Automatic Identification System) 15.01 AIS is to be set up by the watch-keeping Officer prior to getting underway after checking to confirm

it is in proper working condition. The Master and Officers shall be completely familiar with the relevant equipment manual, regulations governing its use and of inherent limitations that affect the accuracy of the system. If possible, the AIS may be integrated with radar and/or ECDIS.

15.02 However, the possibility of confusion between the various targets and their associated information exists if integrated to radar. Under no circumstances AIS data are to be used for critical decisions such as collision avoidance. This may be of particular concern in head-on or crossing situations with close CPAs. AIS information about other ships needs to be checked on a regular basis, especially in close situations and self-data verified by checking with other ships when possible.

15.03 AIS shall be kept switched on at all times except onboard oil tankers where it shall be switched off when secured at a terminal, unless the unit is capable of transmission with reduced power of 1W (Ref. to “Ship–Shore Safety Checklist”). When alongside a terminal or port areas where no hydrocarbon gases are likely to be present, and if the unit has the facility, the AIS should be



switched to low power. If the AIS is switched off or isolated whilst alongside, it must be reactivated upon leaving the berth.

16 Telephones – Public Address

16.01 The Deck Watch Officer is responsible for and must test the telephones and public address prior to getting underway.

16.02 At noon each day at sea and prior to entering restricted waters, the vessel's telephones and public address shall be tested. These tests shall be logged as completed in the Deck Logbook.

17 Navigation Lights

17.01 All lamps in all navigation lights shall be tested prior to getting underway and checked at the beginning of each watch. All appropriate navigation lights should be left on day and night while underway.

18 Search Lights

18.01 Search lights are the responsibility of the 3rd Officer and shall be tested periodically. When not in use they are to be kept covered. Prior arrival and departure and also during operations such as pilot embarkation/disembarkation and similar operations they should be uncovered, checked and kept ready for immediate use.

19 Signalling Equipment

19.01 3rd Officer is responsible for the care and maintenance of the vessel’s visual signalling equipment, including all flags, signalling lights (ALDIS Lamp), searchlights, distress signals, and flares. He is also required to maintain a valid International Code of Signals.

19.02 The vessel's signal flags and national ensign are also the responsibility of the 3rd Officer. Proper sets are to be on board and ready for use prior to getting underway and entering port.

20 Whistles & Air Horns

20.01 The watch-keeping officer is responsible for and must test the vessel’s whistles prior to getting underway.

20.02 At noon each day at sea and prior to entering restricted waters, the vessel’s whistles shall be tested. The whistles must never be tested when a nearby vessel could mistake this test for a signal. These tests shall be logged as completed in the Deck Logbook.

21 Changing Steering Mode

21.01 All watch-keeping officers and helmsmen must be thoroughly familiar with the proper method of changing over from one steering mode to another. The changeover procedures for each vessel shall be posted close to the helm for ready reference. The watch-keeping officer must carry out any change of steering mode. Helmsmen are not to make any steering mode changeover, interfere with, or operate the steering mode controls unless supervised by the Deck Watch Officer (46 CFR 35.20-45(3)). The Master is responsible for training all Deck Watch Officers and Helmsmen in proper procedures for changing over the steering mode.

22 Steering And the Off-Course Alarm 22.01 For vessels so equipped, the "off-course alarm" shall always be set to give in-time warnings of

undesired course variations. For vessels equipped with independent magnetic off-course alarm, the alarm should be set for appropriate settings taking into account prevailing weather conditions.



22.02 The auto pilot alarm must be tested at noon each day at sea and prior to entering restricted waters. This alarm sounds when the wheel is moved while the auto pilot is engaged. These tests shall be logged as completed in the Deck Logbook.

23 Steering Gear and Auto Pilot Tests

23.01 The Deck Watch Officer is responsible for and must test the primary and secondary steering gear prior to arrival and departure (SOLAS, 33 CFR Part 164.25 and 46 CFR 35.20-10). These tests shall be recorded into deck logbook as completed. Testing shall include a visual inspection of the steering gear and its connecting linkage and, where applicable, the operation of the following: Each remote steering control system; Each steering position located on the navigating Bridge; The main steering gear from the alternative power supply, if installed; Rudder angle indicator in relation to the actual position of the rudder; Each remote steering gear control system power failure alarm; Time taken for rudder to travel from max rudder angle Port to max rudder angle Starboard. This

should be checked with one steering motor on and also with both steering motors on; The autopilot shall be disengaged at sea at noon each day, and the system tested on follow-up

and non-follow-up made from the bridge. These tests shall be entered in the Deck Logbook; Each remote steering gear power unit failure alarm; and The full movement of the rudder to the required capabilities of steering gear.

24 Bridge Throttle Control And Engine Order Telegraph & Logger

24.01 The Deck Watch Officer is responsible for and must co-ordinate the test of the engine order telegraph prior to arrival and getting underway ensuring adequate supply of recording paper and ink supply. The Deck Watch Officer shall enter test results in the Deck Logbook as completed.

24.02 At noon each day at sea, prior to arrival and departures from ports and prior to entering restricted waters, the vessel’s telegraph shall be tested. This test shall be logged as completed in the Deck Logbook.

24.03 On vessels with automatic engine order systems, prompt and effective engine response shall also be tested prior to entering restricted waters, sailing from any berth, mooring or anchorage. These tests shall be logged as completed in the Deck Logbook.

24.04 The RPM developed for each telegraph signal shall be posted in the wheelhouse.

25 Charts and All Relevant Navigational Publications 25.01 All navigational charts should be kept and up-to-date and corrected to latest notices received on

board. Latest editions of all publications should be ordered in time and obsolete publications should be disposed of suitably. (Ref to Correction of Charts and Publications SQEMS Procedure and List of Shipboard Publications).

26 GMDSS Equipments 26.01 Watch keeping officers should verify distress alarms during the watch. Appropriate action should be

taken on receiving a message. Records should be maintained in the GMDSS Logbook.

27 NAVTEX 27.01 Verify that the NAVTEX receiver is set up for the current and next NAVTEX Area, and that is

receiving all appropriate message types. 27.02 All watch-keeping Officers should check the incoming messages. If any messages of significance are

received, affecting navigation during the watch, the Master should be informed, appropriate entries

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made on navigational charts if necessary, and action taken as required. Relevant messages should be retained in the appropriate binder on the bridge.

28 Sextants, Azimuth rings & Binoculars 28.01 The watch-keeping officer is responsible for the upkeep of them.

29 Weather Facsi

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