Microsoft Word - B.M.M.-01.2017.doc

Maritime users are strongly encouraged to use eLORAN as a navigational input system to back-up and complement the widespread use of GPS if the service is available. 4.4 Global Navigation Satellite System (GNSS) When navigating in confined waters, navigators must bear in mind that the received position from any satellite positioning system is that of the antenna. a) Global Positioning System (GPS) GPS provides a global positioning capability giving 95% accuracy in the order of +/- 25 metres. Differential GPS (DGPS) is also available in many areas of the world including the UK coast. DGPS receivers apply instantaneous corrections (determined and transmitted by terrestrial monitoring stations) to raw GPS signals. Positional accuracy of better than 5 metres may be possible. DGPS was developed when the accuracy of commercial GPS receivers was deliberately degraded by a random error input referred to as “selective availability”. Although the primary need for a differential signal correction was removed when selective availability was suspended in 2000, the DGPS function now provides a facility to independently monitor the integrity of the GPS position. Details of GPS and DGPS are given in Admiralty List of Radio Signals Volume 2. b) Global Navigation Satellite System (GLONASS) GLONASS is operated by the Russian Federation and available to commercial users. It is similar in concept to GPS in that it is a space-based navigation system providing a continuous world-wide position fixing system. Some receivers use both GPS and GLONASS signals to compute a more precise position. The repeatable accuracy of GLONASS is similar to GPS. Details of GLONASS are given in Admiralty List of Radio Signals Volume 2. c) GALILEO The European GALILEO system is still under development. This is expected to provide a world-wide position fixing capability to a similar accuracy to that of GPS and GLONASS. 4.5 GNSS – related accidents Serious accidents have occurred because of over-reliance on satellite positioning equipment. In one case a passenger vessel grounded in clear weather because the watch-keepers had relied totally upon the GPS output which had switched to dead reckoning (DR) mode because of a detached antenna lead which was not detected by the watch-keepers. Checking the position using other means, including visual observations, would have prevented the accident. Accidents have occurred when using a track control system linked to the GNSS. In some cases positions of aids to navigation such as buoys have been inserted as waypoints and the vessels have collided with them. 4.6 Datum and Chart Accuracy GPS positions are referenced to the World Geodetic System 1984 Datum (WGS 84). This may not be the same as the horizontal datum of the chart in use, meaning that the position when plotted may be in error. The receiver may convert the position to other datum; however these facilities should be used with caution (see 5.6). In this case the observers must ensure that they are aware of the datum of the displayed position. Where the difference in datums is known, a note on the chart provides the offset to apply to positions referenced to WGS 84 for plotting on the chart, but where this offset is not provided, the accuracy of the plotted position should be treated with caution. DGPS positions are normally referenced to WGS 84 though regional datums, corresponding to WGS 84, may be used [e.g. North American Datum 1983 (NAD 83) in the USA] and European Terrestrial Reference System 1989 (ETRS 89). Many areas of the world have not been surveyed to modern standards hence the positional accuracy of the charted detail on the paper chart, Raster chart or ENC may not be as accurate as the GNSS receiver derived position. Mariners should allow a sensible safety margin to account for any such discrepancies. - 8 - 101

The prudent navigator should never rely totally on GNSS navigation and should regularly cross check the ship’s position using other means particularly in areas where the charts are based on old surveys. (See also notes on use of ECDIS in section 5 below.) Mariners must read the note on satellite-derived positions on the Admiralty charts for more information. Further information can be found in the Mariner’s Handbook (NP 100) and in Annual Summary of Admiralty Notices to Mariners, No19. Volume 2 of The Admiralty List of Radio Signals published by UKHO contains full descriptions of all GNSS systems, with notes on their correct use and limitations. Also included are descriptions and examples of over-reliance on GNSS, and a full account of the problems caused by differing horizontal datums. Mariners using satellite navigation systems are strongly advised to study the information and follow the advice contained in this publication. 5. ELECTRONIC CHARTS 5.1 General There are two basic types of electronic chart systems. Those that comply with the IMO requirements for SOLAS class vessels, known as the Electronic Chart Display and Information System (ECDIS), and all other types of electronic chart systems, regarded generically as Electronic Chart Systems (ECS). If an ECS is carried on board, the continuous use of up-to-date paper charts remains essential for safe navigation and to fulfil carriage requirements. To satisfy the chart carriage requirements of SOLAS Chapter V, ECDIS must use Electronic Navigational Charts ENCs. These are vector charts produced to International Hydrographic Organization standards and officially issued by or on the authority of a Government authorised Hydrographic Office or other relevant government institution. At present, ENC data is not available world-wide which limits the use of ECDIS in some areas. This situation, however, is rapidly changing and comprehensive ENC coverage of the world’s major trading routes and ports is forecast to be completed before 2012. The ENC contains all the chart information necessary for safe navigation, and may contain supplementary information in addition to that contained in the paper chart (e.g. sailing directions) which may be considered necessary for safe navigation. ENC data must be used where it is available, but, where ENC data is not available; Raster Navigational Charts (RNC) may be used with the ECDIS in the Raster Chart Display System (RCDS) mode. However, when operating in RCDS mode, the RCDS must be used in conjunction with an appropriate folio of up-to-date paper charts. Further guidance on the use of ECDIS with ENC or RNC data is contained in Annex 14 of the MCA SOLAS V publication and Marine Guidance Note currently MGN 285. 5.2 ENCs The ENC is a database of individual items of digitised chart data which can be displayed as a seamless chart. ENCs of appropriate detail are provided for different navigational purposes such as coastal navigation, harbour approach and berthing. The amount of detail displayed is automatically reduced when the scale of a particular ENC is reduced, in order to lessen clutter. Individual items of data can be selected and all relevant information will be displayed (for instance, all the available information relevant to a light or navigation mark). ENCs are therefore very much more than an electronic version of the paper chart. With vector charts the data is “layered”, enabling the user to de-select certain categories of data, such as textual descriptions, which may clutter the display and may not be required at the time. It is also possible for the user to select a depth contour so providing an electronic safety contour which may automatically warn the watch-keeper when approaching shallow water. Mariners should use the facility to de-select data with extreme caution as it is possible accidentally to remove data essential for the safe navigation of the vessel. - 9 - 102

5.3 RNCs The Raster Chart Display System (RCDS) uses RNCs, which are exact facsimiles of official paper charts, and for which Hydrographic Offices take the same liability as for their paper products. RCDS does not have the same functionality as ECDIS. Further information on ECDIS and RCDS can be found in Annex 14 of the MCA publication “Safety of Navigation – Implementing SOLAS Chapter V 2002”. This Annex also contains the text of IMO SN Circular 207 “Differences between RCDS and ECDIS” 5.4 Compliance with latest IHO Standards ECDIS in operation comprises hardware, software and data. It is important for the safety of navigation that the application software within the ECDIS works fully in accordance with the Performance Standards and is capable of displaying all the relevant digital information contained within the ENC. Any ECDIS which has not been upgraded to be compliant with the latest version of the ENC Product Specification or the S-52 Presentation Library may be unable to correctly display the latest charted features. Additionally the appropriate alarms and indications may not be activated even though the features have been included in the ENC. Similarly any ECDIS which is not updated to be fully compliant with the S-63 Data Protection Standards may fail to decrypt or to properly authenticate some ENCs, leading to failure to load or install. ECDIS that is not updated for the latest version of IHO Standards may not meet the chart carriage requirements as set out in SOLAS regulation V/19.2.1.4. The IHO Standards that relate to ECDIS, ENC production and distribution, are listed below: IHO ECDIS Standards Current Edition ECDIS Display and Presentation S-52 PresLib Edition 3.4 S-57 Edition 3.1, Electronic Navigational Chart (ENC) S-57 Edition 3.1.1 and S-57 Maintenance Document (Cumulative) Number 8 IHO Recommended ENC Validity Checks S-58 Edition 3.0 Raster Navigational Chart (RNC) S-61 Edition 1.0 ENC Producer Codes S-62 Edition 2.4 ENC Data Protection S-63 Edition 1.1 IHO Test Data Sets for ECDIS S-64 Edition 1.0 ENC Production Guidance S-65 Edition 1.0 A list of all the current IHO standards is maintained within the ENC/ECDIS section of the IHO website (www.iho.int) Mariners should be aware that proper ECDIS software maintenance is an important issue and adequate measures need to be in place in accordance with the International Safety Management (ISM) Code. This may be subject to verification during Port State Control inspections. 5.5 ECDIS Alarms and Indicators ECDIS should give alarm and or indication as per following table; • Crossing safety contour • Alarm • Area with special conditions • Alarm or Indication • Deviation from route • Alarm • Positioning system failure • Alarm • Approach to critical point • Alarm • Different geodetic datum • Alarm - 10 - 103

• Malfunction of ECDIS • Alarm or Indication • Default safety contour • Indication • Information over scale • Indication • Large scale ENC available • Indication • Different reference system • Indication • No ENC available • Indication • Customised display • Indication • Route planning across safety contour • Indication • Route planning across specified area • Indication • Crossing a danger in route monitoring mode • Indication • System test failure • Indication Alarm: An alarm or alarm system which announces by audible means, or audible and visual means, a condition requiring attention. Indicator: Visual indication giving information about the condition of a system or equipment. 5.6 ECDIS Integration Electronic chart systems are integrated with the GNSS, enabling the vessel’s position to be continuously displayed. Caution should be used in areas when raster charts cannot be referenced to WGS84. Electronic charts may also be integrated with the radar and electronically plotted data from ARPA, ATA or EPA, with part or all of the radar display overlaid or under-laid on the chart display. There is a danger that the combined display may become over-cluttered with data. The overlay of target data on an electronic chart does not reduce the need for the targets to be observed on the radar display. Mariners should also exercise caution where target vectors based on the vessel’s water-track are overlaid on an electronic chart which displays the vessel’s ground track. (See also “Chart Radar” in paragraph 3.10 above.) Electronic charts are becoming an essential part of the navigation system of a ship’s bridge and contribute greatly to navigational safety. However they must be used prudently bearing in mind the existence of unapproved equipment and the absence of official vector data in some regions. 5.7 System based datum conversions Manufacturers of GPS receivers, ECDIS and ECS often incorporate a user selectable datum transformation capability into their software. This capability enables users to deal with datum differences in a systematic and apparently automatic manner. Whilst this might appear to be a good thing, considerable caution needs to be exercised. A potential problem is that a single systematic transformation is not always accurate for large regional datums. A GPS receiver position (WGS84) transformed to a regional datum by means of an average set of shifts may differ from the GPS receiver position (WGS84) amended to the regional datum by the shift note on an individual chart. The shifts provided on an individual chart are calculated specifically for the chart and the area that it covers and will be more accurate than a set of generalised shifts. Interfacing issues might also emerge when connecting a GPS receiver to an ECDIS or ECS, particularly if the GPS receiver is configured to convert its position output to a local or regional datum. Care must be taken to ensure that GPS receivers are configured to provide position in the datum that is expected by the ECS or ECDIS. In the majority of cases this will be the WGS84 datum, but manufacturers instructions should always be carefully consulted to ensure correct system operation. - 11 - 104

6. CONCLUSION The accuracy and functionality of electronic aids to navigation has increased considerably in recent years. However there is still a danger that over-reliance on the output from a single item of equipment may lead to an accident. The need to cross-check the vessel’s position using other means is as important today as it ever was, as is the basic requirement under Rule 5 of the International Regulations for Preventing Collisions at Sea, 1972 as amended, known as COLREGS to maintain a proper lookout. Accidents have occurred with ships equipped with the best of equipment where watch-keepers have been over-reliant on the equipment output, and disaster could have been averted by the simple expedient of maintaining a proper lookout. Further information on electronic chart systems and charts is available in ‘Facts about electronic charts and carriage requirements’, available for download from UKHO website (www.ukho.gov.uk). More Information Navigation Safety Branch Maritime and Coastguard Agency Bay 2/04 Spring Place 105 Commercial Road Southampton SO15 1EG Tel : +44 (0) 23 8032 9316 Fax : +44 (0) 23 8032 9204 e-mail: [email protected] General Inquiries: [email protected] MCA Website Address: www.mcga.gov.uk File Ref: 051/017/0003 Published: October 2008 Please note that all addresses and telephone numbers are correct at time of publishing © Crown Copyright 2008 Safer Lives, Safer Ships, Cleaner Seas Printed on material containing minimum 75% post-consumer waste paper - 12 - 105

APPENDIX C • Company’s Checklists & Forms in use on the navigation bridge: NAV 01 ­ Pre-departure Checklist NAV 02 ­ Pre-arrival Checklist NAV 03 ­ Pilot Card NAV 04 ­ Voyage Planning Checklist NAV 05 ­ Voyage Planning – Pilotage/Harbour Steaming Plan Information Exchange NAV 06 ­ Changing-over the Watch Checklist NAV 07 ­ Master’s Monthly Audit Checklist & Report NAV 08 ­ Anchoring Preparation Checklist NAV 09 ­ Anchor watch Checklist NAV 10 ­ Navigating in Congested, Restricted and Coastal waters / TSS NAV 11 ­ Under Water Clearance Calculation NAV 12 ­ ECDIS Safety Parameters NAV 13 ­ Voyage Planning – See Passage Plan NAV 14 ­ Voyage Planning - PILOTAGE/HARBOUR STEAMING PLAN NAV 15 ­ ECDIS Failure Checklist NAV 16 ­ ECDIS familiarization HSEQ 06 ­ Navigation Audit Checklist (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 106

APPENDIX D • IMO Resolution A.893(21) – Guidelines for Voyage planning (Adopted on 25 November 1999 – Published on 4 February 2000) (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 107

INTERNATIONAL MARITIME ORGANIZATION E IMO ASSEMBLY A 2/Res.893 21st session 4 February 2000 Agenda item 9 Original: ENGLISH RESOLUTION A.893(21) adopted on 25 November 1999 GUIDELINES FOR VOYAGE PLANNING THE ASSEMBLY, RECALLING Article 15(j) of the Convention on the International Maritime Organization concerning the functions of the Assembly in relation to regulations and guidelines concerning maritime safety and the prevention and control of marine pollution from ships, RECALLING ALSO section A-VIII/2, Part 2 (Voyage planning) of the Seafarers' Training, Certification and Watchkeeping Code, RECALLING FURTHER the essential requirements contained in the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers and the International Convention for the Safety of Life at Sea concerning voyage planning, including those relating to officers and crew, shipborne equipment, and safety management systems, RECOGNIZING the essential importance for safety of life at sea, safety of navigation and protection of the marine environment of a well planned voyage, and therefore the need to update the 1978 Guidance on voyage planning issued as SN/Circ.92, NOTING the request of the Assembly in resolution A.790(19) that the Maritime Safety Committee consider the issue of voyage planning in conjunction with its review of the Code for the Safe Carriage of Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes in Flasks on Board Ships (INF Code), and the Committee's decision that consideration of the issue of voyage planning should not be restricted to vessels carrying materials subject to the INF Code but should apply to all ships engaged on international voyages, HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of Navigation at its forty-fifth session: 1. ADOPTS the Guidelines for voyage planning set out in the Annex to the present resolution; 2. INVITES Governments to bring the annexed Guidelines to the attention of masters of vessels flying their countries' flag, shipowners, ship operators, shipping companies, maritime pilots, training institutions and all other parties concerned, for information and action as appropriate; 3. REQUESTS the Maritime Safety Committee to keep the said Guidelines under review and to amend them as appropriate. For reasons of economy, this document is printed in a limited number. Delegates are kindly asked to bring their copies to meetings and not to request additional copies. I:\\ASSEMBLY\\21\\Res\\893.doc 108

A 2/Res.893 - -2 ANNEX DRAFT GUIDELINES FOR VOYAGE PLANNING 1 Objectives 1.1 The development of a plan for voyage or passage, as well as the close and continuous monitoring of the vessel's progress and position during the execution of such a plan, are of essential importance for safety of life at sea, safety and efficiency of navigation and protection of the marine environment. 1.2 The need for voyage and passage planning applies to all vessels. There are several factors that may impede the safe navigation of all vessels and additional factors that may impede the navigation of large vessels or vessels carrying hazardous cargoes. These factors will need to be taken into account in the preparation of the plan and in the subsequent monitoring of the execution of the plan. 1.3 Voyage and passage planning includes appraisal, i.e. gathering all information relevant to the contemplated voyage or passage; detailed planning of the whole voyage or passage from berth to berth, including those areas necessitating the presence of a pilot; execution of the plan; and the monitoring of the progress of the vessel in the implementation of the plan. These components of voyage/passage planning are analysed below. 2 Appraisal 2.1 All information relevant to the contemplated voyage or passage should be considered. The following items should be taken into account in voyage and passage planning: .1 the condition and state of the vessel, its stability, and its equipment; any operational limitations; its permissible draught at sea in fairways and in ports; its manoeuvring data, including any restrictions; .2 any special characteristics of the cargo (especially if hazardous), and its distribution, stowage and securing on board the vessel; .3 the provision of a competent and well-rested crew to undertake the voyage or passage; .4 requirements for up-to-date certificates and documents concerning the vessel, its equipment, crew, passengers or cargo; .5 appropriate scale, accurate and up-to-date charts to be used for the intended voyage or passage, as well as any relevant permanent or temporary notices to mariners and existing radio navigational warnings; .6 accurate and up-to-date sailing directions, lists of lights and lists of radio aids to navigation; and .7 any relevant up-to-date additional information, including: .1 mariners' routeing guides and passage planning charts, published by competent authorities; I:\\ASSEMBLY\\21\\Res\\893.doc 109

- -3 A 2/Res.893 .2 current and tidal atlases and tide tables; .3 climatological, hydrographical, and oceanographic data as well as other appropriate meteorological information; .4 availability of services for weather routeing (such as that contained in Volume D of the World Meteorological Organization's Publication No. 9); .5 existing ships' routeing and reporting systems, vessel traffic services, and marine environmental protection measures; .6 volume of traffic likely to be encountered throughout the voyage or passage; .7 if a pilot is to be used, information relating to pilotage and embarkation and disembarkation including the exchange of information between master and pilot; .8 available port information, including information pertaining to the availability of shore-based emergency response arrangements and equipment; and .9 any additional items pertinent to the type of the vessel or its cargo, the particular areas the vessel will traverse, and the type of voyage or passage to be undertaken. 2.2 On the basis of the above information, an overall appraisal of the intended voyage or passage should be made. This appraisal should provide a clear indication of all areas of danger; those areas where it will be possible to navigate safely, including any existing routeing or reporting systems and vessel traffic services; and any areas where marine environmental protection considerations apply. 3 Planning 3.1 On the basis of the fullest possible appraisal, a detailed voyage or passage plan should be prepared which should cover the entire voyage or passage from berth to berth, including those areas where the services of a pilot will be used. 3.2 The detailed voyage or passage plan should include the following factors: .1 the plotting of the intended route or track of the voyage or passage on appropriate scale charts: the true direction of the planned route or track should be indicated, as well as all areas of danger, existing ships' routeing and reporting systems, vessel traffic services, and any areas where marine environmental protection considerations apply; .2 the main elements to ensure safety of life at sea, safety and efficiency of navigation, and protection of the marine environment during the intended voyage or passage; such elements should include, but not be limited to: .1 safe speed, having regard to the proximity of navigational hazards along the intended route or track, the manoeuvring characteristics of the vessel and its draught in relation to the available water depth; I:\\ASSEMBLY\\21\\Res\\893.doc 110

A 2/Res.893 - -4 .2 necessary speed alterations en route, e.g., where there may be limitations because of night passage, tidal restrictions, or allowance for the increase of draught due to squat and heel effect when turning; .3 minimum clearance required under the keel in critical areas with restricted water depth; .4 positions where a change in machinery status is required; .5 course alteration points, taking into account the vessel's turning circle at the planned speed and any expected effect of tidal streams and currents; .6 the method and frequency of position fixing, including primary and secondary options, and the indication of areas where accuracy of position fixing is critical and where maximum reliability must be obtained; .7 use of ships' routeing and reporting systems and vessel traffic services; .8 considerations relating to the protection of the marine environment; and .9 contingency plans for alternative action to place the vessel in deep water or proceed to a port of refuge or safe anchorage in the event of any emergency necessitating abandonment of the plan, taking into account existing shore-based emergency response arrangements and equipment and the nature of the cargo and of the emergency itself. 3.3 The details of the voyage or passage plan should be clearly marked and recorded, as appropriate, on charts and in a voyage plan notebook or computer disk. 3.4 Each voyage or passage plan as well as the details of the plan, should be approved by the ships' master prior to the commencement of the voyage or passage. 4 Execution 4.1 Having finalized the voyage or passage plan, as soon as time of departure and estimated time of arrival can be determined with reasonable accuracy, the voyage or passage should be executed in accordance with the plan or any changes made thereto. 4.2 Factors which should be taken into account when executing the plan, or deciding on any departure therefrom include: .1 the reliability and condition of the vessel's navigational equipment; .2 estimated times of arrival at critical points for tide heights and flow; .3 meteorological conditions, (particularly in areas known to be affected by frequent periods of low visibility) as well as weather routeing information; .4 daytime versus night-time passing of danger points, and any effect this may have on position fixing accuracy; and .5 traffic conditions, especially at navigational focal points. I:\\ASSEMBLY\\21\\Res\\893.doc 111

- -5 A 2/Res.893 4.3 It is important for the master to consider whether any particular circumstance, such as the forecast of restricted visibility in an area where position fixing by visual means at a critical point is an essential feature of the voyage or passage plan, introduces an unacceptable hazard to the safe conduct of the passage; and thus whether that section of the passage should be attempted under the conditions prevailing or likely to prevail. The master should also consider at which specific points of the voyage or passage there may be a need to utilize additional deck or engine room personnel. 5 Monitoring 5.1 The plan should be available at all times on the bridge to allow officers of the navigational watch immediate access and reference to the details of the plan. 5.2 The progress of the vessel in accordance with the voyage and passage plan should be closely and continuously monitored. Any changes made to the plan should be made consistent with these Guidelines and clearly marked and recorded. _______ I:\\ASSEMBLY\\21\\Res\\893.doc 112

APPENDIX E • SQUAT & UKC (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 113

SQUAT E UKC SQUAT & UKC Le notizie qui riportate sono state Information herein contained have been ricavate dalla pubblicazione SHIP SQUAT del obtained from publication SHIP SQUAT, by Dr. Dr. C.B. Barras, M.Sc. C.B. Barrass, M.Sc. Il fenomeno dell’aumento dell’immersio- Increase of static draft due to squat effect ne statica dovuto all’effetto squat si verifica takes place when a ship sails in shallow waters. quando una nave si trova a navigare su fondali The squat effect increases if the ship proceeds in limitati. Il fenomeno si accentua se la nave restricted waters as, for instance, in a channel or procede in acque ristrette come, ad esempio, in in a dredged fairway. un canale o in una canaletta dragata. Condizioni di acque aperte: - Lo squat si Open waters conditions: Squat takes place when produce quando il rapporto fra la profondità the ratio of the water depth (H) to the ship’s dell’acqua (H) e l’immersione statica della nave static draft (T) is equal or less than 1.40 (T) è uguale o inferiore a 1,40 H/T ≤ 1.40 Quindi, ad esempio, per una nave che naviga con So, for instance, for a vessel sailing with a draft un’immersione di 14,0 metri, lo squat si produce of 14.0 metres, squat takes place when the water quando il fondale è uguale o inferiore a 19,6 depth is equal or less than 19.6 metres. In metri. Con fondali maggiori, il fenomeno non deeper waters, squat does not occur. (Deep si presenta (Condizioni di acque profonde). waters conditions). Lo spazio minimo sotto la chiglia (UKC) Underkeel Clearance (UKC) commonly accepted comunemente accettato per poter navigare in to be safe for navigation, is the one resulting sicurezza, è quello dato dal rapporto from the ratio H/T’≥ 1,10 dove T’ è l’immersione dinamica, ossia l’immer- where T’ represents the dynamic draft, i.e. the sione statica alla quale è stato aggiunto il valore static draft to which the value of squat has been dello squat. added. Quindi, ad esempio, una nave che naviga con So, for instance, a vessel sailing with a dynamic un’immersione dinamica di 15.40 metri, in draft of 15.40 metres, in calm weather (no swell), condizioni di mare calmo (onda bassa o assente), should never enter waters whose depth is less non deve mai avventurarsi su fondali inferiori a than 16.94 metres. 16,94 metri. Condizioni di acque ristrette: In acque aperte, Confined waters conditions: In open waters, the la larghezza della massa d’acqua interessata width of the body of water influenced by squat dallo squat oscilla da circa 8,25 volte - per le ranges from about 8.25, for tankers, to about petroliere - a circa 11,75 volte - per le porta- 11.75 ship-breadths, for containerships. containers - la larghezza della nave. Quando una nave si trova a navigare in acque la When a vessel sails a waterway whose width is cui larghezza è inferiore ai valori suddetti, il less than the values stated above, squat effect fenomeno dello squat si accentua. will increase. Quindi, ad esempio, se una petroliera larga 40,6 So, for instance, if a 40.6 metres beam tanker metri i trova a navigare in un canale la cui sails a canal or a fairway less than 334.95 larghezza è uguale o inferiore a 334,95 metri metres (40,6 x 8,25) wide, her squat will sharply (40,6 x 8,25), il suo squat aumenterà notevol- increase. mente. FRATELLI d’AMICO ARMATORI S.p.A. – ROMA, Italy 1 114

Calcolo dello squat Squat calculation Normalmente, sul Wheelhouse Poster o Normally, Wheelhouse Poster or sul fascicolo dei dati di manovra, forniti alla manoeuvring data supplied to the vessel by the nave dal costruttore, sono indicati i valori dello builders shows the values of squat in open squat in acque aperte, in funzione delle varie waters, against various ship’s speeds. From the velocità della nave. Dalle formule per il calcolo rather complex squat calculation formulae, some dello squat, piuttosto complesse, sono state simpler ones have been extrapolated, to be used estrapolate le seguenti formule, più semplici, on board. facilmente utilizzabili a bordo. Condizioni di acque aperte Open waters conditions ⇒ 1,10≤H/T≥1,40 – nessun limite di larghezza ⇒ 1,10≤H/T≥1,40 – no waterway width della via d’acqua. restriction. 2 (1) δmax = C B x V K 100 Condizioni di acque ristrette Confined waters conditions ⇒ 1,10≤H/T≥1,40 – larghezza della via d’acqua ⇒ 1,10≤H/T≥1,40 – waterway width restricted. limitata. 2 (2) δmax = C B x V K 50 dove: where: δmax = massimo squat (in metri); δmax = maximum squat (in metres); C B = coefficiente di finezza totale della nave; C B = ship’s block coefficient; V K = velocità della nave (in nodi) V K = ship’s speed (in knots). E’ qui utile ricordare che il coefficiente It is here useful to remember that the di finezza totale è il rapporto fra il volume di block coefficient is the ratio of the immersed carena e il parallelepipedo, avente come dimen- volume of a vessel to a rectangular prism similar sioni la lunghezza, la larghezza e l’immersione, in length, beam and draft. ad essa circoscritto. Vol C B = L x l x I dove: where: Vol = volume di carena (fuori ossatura); Vol = volume (moulded); L = lunghezza fra le perpendicolari; L = length between perpendiculars; l = larghezza fuori ossatura; l = breadth (moulded); I = immersione dalla linea di costruzione. I = draft from base line. Praticamente, entrando nei diagrammi delle In practice, by hydrostatic curves, value of Vol, carene dritte con il valore di I, si ricava quello di or directly of C B if its curve is included, can be Vol, oppure direttamente quello di C B, se nei obtained against I. diagrammi è compresa anche la sua curva. Normalmente, il valore di C B è compreso fra Normally, C B value is comprised between 0.55- 0,55-0,60 per portacontainers, e 0,80-0,85 per 0.60 for containerships, and 0.80-0.85 for FRATELLI d’AMICO ARMATORI S.p.A. – ROMA, Italy 2 115

petroliere. tankers. Dall’esame delle formule (1) e (2) si By analysing formulae (1) and (2), we deduce: can infer: ⇒ Lo squat è direttamente proporzionale al co- ⇒ Squat is directly proportional to block efficiente di finezza totale. E’ quindi maggio- coefficient. It is larger for full-form ships re per navi di forme tozze (petroliere) che per (tankers) than for fine-form ships (contain- navi di forme slanciate (portacontainers). erships). ⇒ Lo squat è direttamente proporzionale al ⇒ Squat is directly proportional to the ship’s quadrato della velocità della nave; dimezzan- speed squared; by halving the speed we do la velocità, lo squat si riduce ad un quarto. quarter the squat. ⇒ In acque ristrette, lo squat praticamente si ⇒ In confined waters, squat practically doubles. raddoppia. ⇒ L’esperienza ha dimostrato che, per le navi ⇒ Experience shows that, for full-form ships di forme tozze (petroliere), l’effetto squat si (tankers) squat occurs forward, with the produce verso prora, con la nave che tende ad vessel trimming herself by the head, while for appruarsi, mentre per le navi di forme slan- fine-form ships (containerships), squat occurs ciate (portacontainers) l’effetto squat si aft, with the vessel trimming herself by the produce verso poppa, con la nave che tende stern. ad appopparsi. FRATELLI d’AMICO ARMATORI S.p.A. – ROMA, Italy 3 116

Conclusioni Recapitulation Possiamo riepilogare le seguenti condi- We can recapitulate the following zioni: conditions: Condizioni di acque profonde: Deep waters condition: - (H/T>1,40) - (H/T>1,40) Sono le normali condizioni di navigazione in These are the normal sailing conditions on the alto mare, dove il comandante ha la possibilità di high seas, where the master can plan his courses pianificare le sue rotte in acque profonde. Non si in deep waters. No squat occurs, there is no need verifica alcuno squat, non è necessario evi- to stress the under keel clearance (UKC) on the denziare sul piano di navigazione lo spazio passage plan, as long as the vessels keeps sailing minimo sotto la chiglia (UKC), finché si segue la outside the 20 fathoms (36 metres) contour line, buona pratica marinaresca di navigare all’esterno as good seamanship suggests. della linea batimetrica delle 20 braccia (36 metri). Condizioni di acque aperte: Open waters conditions: - 1,10≤H/T≥1,40 – nessun limite di larghezza - 1,10≤H/T≥1,40 – no waterway width della via d’acqua. restriction. Sono le condizioni di navigazione su bassi These are shallow waters sailing conditions, like fondali, come in certe zone di mare poco in some shallow sea areas (North Adriatic Sea, profondo (Adriatico Settentrionale, Stretti della Malacca and Singapore Straits, Baltic Sea, etc.), Malacca e di Singapore, Mar Baltico, ecc.), or by landfall on ports or river mouths. Under oppure in atterraggio su porti o foci di fiumi. Si keel clearance (UKC) must be accurately calcul- deve calcolare accuratamente lo spazio minimo ated, taking into account the increase of static sotto la chiglia (UKC) tenendo conto dell’au- draft due to squat effect caused by shallow mento dell’immersione statica dovuta all’effetto waters, and the state of the tide, and entering all squat causato dai bassi fondali, e dello stato della relevant data in the passage plan. In order to marea, e annotando i dati sul piano di naviga- reduce squat, it can become necessary to slow- zione. Per ridurre lo squat, può essere necessario down the vessel. diminuire la velocità della nave. Condizioni di acque ristrette: Confined waters conditions: - 1,10≤H/T≥1,40 – larghezza della via d’acqua - 1,10≤H/T≥1,40 – waterway width restricted. limitata. Sono le condizioni di navigazione in porto, o su These are the harbour, river or canal steaming fiumi o canali. Si deve calcolare accuratamente conditions. Under keel clearance (UKC) must be lo spazio minimo sotto la chiglia (UKC) tenendo accurately calculated, taking into account the conto dell’aumento dell’immersione statica do- increase of static draft due to squat effect caused vuta all’effetto squat causato dall’azione combi- by the combination of shallow waters and nata dei bassi fondali e della larghezza limitata, e restricted waterway, and the state of the tide, and dello stato della marea, e annotando i dati sul entering all relevant data in the passage plan. By piano di navigazione. Diminuendo sostanzial- substantially reducing ship’s speed, it is possible mente la velocità della nave, è possibile ridurre to minimize the squat effect. A good master/pilot lo squat a valori minimi. E’ basilare un accurato information exchange is paramount, and all scambio di informazioni comandante/pilota e si local authorities regulations (tidebound or devono seguire le eventuali prescrizioni dell’au- daylightbound sailing, assisting tugboats, etc.) torità locale (transito ad alta marea, transito in must be observed. ore diurne, obbligo di rimorchiatori in assistenza, ecc.). FRATELLI d’AMICO ARMATORI S.p.A. – ROMA, Italy 4 117

Esempi Examples 1) Condizioni di acque profonde 1) Deep Waters Conditions ⇒ Una petroliera del tipo Aframax, a pieno ⇒ A fully loaded Aframax tanker, on passage carico, in navigazione dall’Oceano Atlantico from the Atlantic Ocean to the North Sea, is al Mare del Nord, attraversa la parte meno sailing the shallowest part of Dover Strait, profonda del Passo di Calais, utilizzando la by using the DW Route of the north- DW Route della corsia di traffico di nordest eastbound traffic lane of TSS “In the Strait del TSS “In the Strait of Dover and Adjacent of Dover and Adjacent Waters”, north-west Waters” a nord-ovest del banco di Sandettié of Sandettié Bank (UKHO Chart 323). (Carta UKHO 323). I dati rilevanti della nave sono: Significant ship’s data are: • Velocità sull’acqua (V K) 13,0 nodi • Speed over the water (V K) 13.0 kts • Immersione statica (T) 14,0 m • Static draft (T) 14.0 m • Larghezza massima (l) 42,6 m • Maximum beam (l) 42.6 m • Coefficiente di finezza totale (C B) 0,85 • Block coefficient (C B) 0.85 La profondità minima sulla quale la nave si trova Minimum depth of water on which the ship will a navigare, ad Ovest della Boa luminosa sail, West of Sandettié W L/buoy, is 26.50 metres Sandettié W, è di 26,50 metri (H). (H). H/T = 26.5/14.0 = 1.89 ⇒ Dato che il rapporto H/T è maggiore di 1,40, ⇒ No squat occurs, as ratio H/T is more than non si verifica il fenomeno dello squat, 1.40, thence: quindi: T = T’ Profondità minima (H) 26.50 m Minimum depth of water (H) 26.50 m Immersione dinamica (T’) 14.00 m (−) Dynamic draft (T’) 14.00 m (−) UKC 12.50 m (=) UKC 12.50 m (=) H/T’ = 26.5/14.0 = 1.89 ⇒ Dato che il rapporto H/T’ è maggiore di 1,10, ⇒ As ratio H/T’ is more than 1.10, under keel lo spazio minimo sotto la chiglia (UKC) clearance (UKC) is in the safety limits. rientra nei limiti di sicurezza. FRATELLI d’AMICO ARMATORI S.p.A. – ROMA, Italy 5 118

2) Condizioni di acque aperte 2) Open Waters Conditions ⇒ Una petroliera del tipo Aframax, a pieno ⇒ A fully loaded Aframax tanker is sailing the carico, naviga nel Mare Adriatico North Adriatic Sea, bound for Trieste. Settentrionale, diretta a Trieste. Dopo aver Having rounded Rt. Savudrjia and doppiato Punta Salvore, in atterraggio sulla approaching her final destination, the vessel sua destinazione finale, la nave si trova a now proceeds in the shallow waters of the navigare sui bassi fondali del Golfo di Trieste Gulf of Trieste (I.I. Chart 39). (Carta I.I. 39). I dati rilevanti della nave sono: Significant ship’s data are: • Velocità sull’acqua (V K) 13,0 nodi • Speed over the water (V K) 13.0 kts • Immersione statica (T) 14,0 m • Static draft (T) 14.0 m • Larghezza massima (l) 42,6 m • Maximum beam (l) 42.6 m • Coefficiente di finezza totale (C B) 0,85 • Block coefficient (C B) 0.85 La profondità minima, al largo del Golfo di Minimum depth of water, off Piranskj Zaliv, is Pirano, è di 19,50 metri (H). 19.50 metres (H). H/T = 19.50/14.0 = 1. 39 ⇒ Dato che il rapporto H/T è minore di 1,40, si ⇒ Squat occurs, as ratio H/T is less than 1.40 verifica il fenomeno dello squat. 2 2 C B x V K 0.85 x (13.0) 0.85 x 169 143,65 (1) δmax = = = = = 1.4 m. 100 100 100 100 Immersione statica (T) 14,00 m Static draft (T) 14.00 m Squat @ V k = 13.0 nodi 1.40 m (+) Squat @ V k = 13.0 kts 1.40 m (+) Immersione dinamica (T’) 15,40 m (=) Dynamic draft (T’) 15.40 m (=) Profondità minima (H) 19,50 m (−) Minimum depth of water (H) 19.50 m (−) UKC 4,10 m (=) UKC 4.10 m (=) H/T’ = 19,50/15,40 = 1.27 ⇒ Dato che il rapporto H/T’ è maggiore di 1,10, ⇒ As ratio H/T’ is more than 1.10, under keel lo spazio minimo sotto la chiglia (UKC) clearance (UKC) is in the safety limits. rientra nei limiti di sicurezza. FRATELLI d’AMICO ARMATORI S.p.A. – ROMA, Italy 6 119

3) Condizioni di acque ristrette 3) Confined Waters Conditions a) Nave condizionata dalla marea - Vessel tidebound ⇒ Il 7 dicembre 2001, una petroliera del tipo ⇒ On the 7th December 2001 an Aframax Aframax parte dal terminal di Bandar-e- tanker is leaving Bandar-e-Mashahr (Iran) Mashahr (Iran) e, per uscire i mare, deve oil terminal. In order to reach the open sea, passare la barra del fiume Khowr-e Musa she must pass the Khowr-e Musa river bar (Carta UKHO 1268). (UKHO Chart 1268). I dati rilevanti della nave sono: Significant ship’s data are: • Velocità sull’acqua [“Tutta Forza” • Speed over the water [“Full di manovra](V K) 10,0 nodi Manoeuvring Speed”](V K) 10.0 kts • Immersione statica in acqua dolce • Static fresh water draft [40’ massimo consentito](T) 12,19 m [40’ maximum allowed] (T) 12,19 m • Larghezza massima (l) 42,6 m • Maximum beam (l) 42.6 m • Coefficiente di finezza totale (C B) 0,85 • Block coefficient (C B) 0.85 I dati rilevanti del canale della barra del fiume Significant Khowr-e Musa Bar Channel’s data Khowr-e Musa.sono: are: • Profondità minima al datum (H) 12,20 m • Minimum depth of water below datum (H) 12.20 m • Larghezza massima 180,00 m • Maximum width 180,00 m • Water density (ad alta marea) 1,025 • Water density (at HW) 1,025 ⇒ Procedendo verso la barra, la nave passerà ⇒ While sailing to the bar, the vessel will pass quindi da acqua dolce ad acqua salata from fresh water to salt water: Immersione statica in acqua dolce (T) 12,190 m Static fresh water draft (T) 12.190 m Abbuono per acqua dolce 0,300 m (−) FWA 0.300 m (−) Immersione statica in acqua salata (Ts) 11,890 m (=) Static salt water draft (Ts) 11,890 (=) H/Ts = 12,20/11,89 = 1,02 ⇒ Dato che il rapporto H/Ts è minore di 1,40, ⇒ Squat occurs, as ratio H/T is less than 1.40 si verifica il fenomeno dello squat. l x 8,25 = 42,6 x 8,25 = 351,45 m ⇒ Lo squat è accentuato dalla limitata ⇒ Squat effect is increased by reduced width of larghezza del canale (<351,25 m ). E’ quindi canal (< 351.25 m ). Therefore, formula (2) necessario utilizzare la formula (2) per il for squat calculation should be used. calcolo dello squat. 2 2 C B x V K 0.85 x (10.0) 0.85 x 100 85 (2) δmax = = = = = 1.7 m 50 50 50 50 Immersione statica in acqua 11,89 m Static salt water draft (T) 11,89 m salata (Ts) Squat @ V k =10,0 nodi 1,70 m (+) Squat @ V k =10,0 kts 1.70 m (+) Immersione dinamica in acqua 13,59 m (=) Dynamic salt water draft (Ts’) 13,59 m (=) salata(Ts’) Ts’>H ⇒ Dato che il valore dell’immersione dinamica ⇒ As the dynamic saltwater draft value (Ts’) in acqua salata (Ts’) eccede la profondità exceeds the minimum depth of water below FRATELLI d’AMICO ARMATORI S.p.A. – ROMA, Italy 7 120

minima del canale della ba1rn del Khowr-e dat11111 in Kho111r-e ,\\rfusa bar channe/ (H), the Musa (H), la partenza della nave è condizio- vessel i ~· tìdeboundfor sailìng. nata dalla marea Profondità minima al datum nel lvfinimv•n d~!plh ofwaler below canale della barra 12,17 m datwn in /)(Jr channe/ ( H) 12.17 m Allezza della marea alle ore Heighl lflirle al 1 O:OfJ hrs. on 04.00 del 07. 12.2001 · 2,80 m (+) 07. 12. (J,? 2,80 m (+) ·-- ------ Profondità massima (H') 14,97 m ('=) Maximum deprh (H') 14.97 111 (=) Immersione dinamica in acqua salata(Ts') 13,59 111 (-) Dynamic so!t 11 ater drq/ì (Ts') __ { 3,59 m (-) 1 ------- UKC 1,38 m (=) UKC 1.38 m (=) H'/Ts· = 14,97il 3.59 = L IO .:.::::> Dato che il rapporto H'/Ts' è uguale a l,10, =--> As !'ali,; 1!11'.s· is e11uol to 1.10, under kee/ lo spazio minimo sotto la chiglia (lJKC) cleurar!t·e (UKC) is in the safely limils. rientra nei limiti di sicurezza. => In conclusione, la nave potrà passm·e la barra :..::> To wm up, it will be possible fòr the vessel del Khowr-e Musa soltanto a.ll'ora dell'alta lo pass Khowr-e Musa bar only at lhe lime of marea. high ll'arer . FRATELLI d'AMICO ARMATORI S.p.A. - ROMA, llaly 8 121

b) Nave condizionata dalla marea e dalla velocità - Vessel tidebound and conditioned by speed ⇒ Il 7 dicembre 2001, una petroliera del tipo ⇒ On the 7th December 2001 an Aframax Aframax arriva a Venezia. La nave deve tanker arrives in Venice. She should enter entrare nel canale del Porto di Malamocco, the Porto di Malamocco Channel, bound for diretta alla Darsena Petroli di S. Leonardo San Leonardo Oil Harbour (I.I. Chart 223). (Carta I.I. 223). I dati rilevanti della nave sono: Significant ship’s data are: • Velocità sull’acqua [“Tutta Forza” • Speed over the water [“Full di manovra](V K) 10,0 nodi Manoeuvring Speed”](V K) 10.0 kts • Immersione statica in acqua salata • Static saltwater draft [40’ [40’ massimo consentito](T) 12,19 m maximum allowed] (T) 14.0 m • Larghezza massima (l) 42,6 m • Maximum beam (l) 42.6 m • Coefficiente di finezza totale (C B) 0,85 • Block coefficient (C B) 0.85 I dati rilevanti del canale sono: Significant channel’s data are: • Minimum depth of water below • Profondità minima al datum (H) 14,00 m datum (H) 14.0 m • Larghezza massima 200,00 m • Maximum width 200,00 m • Water density 1,025 • Water density 1.025 H/T = 14,0/12,19 = 1,15 ⇒ Dato che il rapporto H/T è minore di 1,40, si ⇒ Squat occurs, as ratio H/T is less than 1.40 verifica il fenomeno dello squat. l x 8,25 = 42,6 x 8,25 = 351,45 m ⇒ Lo squat è accentuato dalla limitata ⇒ Squat effect is increased by reduced width of larghezza del canale (<351,25 m ). E’ quindi channel (<351.25 m). Therefore, formula (2) necessario utilizzare la formula (2) per il for squat calculation should be used. calcolo dello squat. 2 2 C B x V K 0.85 x (10.0) 0.85 x 100 85 (2) δmax = = = = = 1.7 m 50 50 50 50 Immersione statica (T) 12,19 m Static draft (T) 12.19 m Squat @ V k =10,0 nodi 1,70 m (+) Squat @ V k =10,0 kts 1.70 m (+) Immersione dinamica (T’) 13,89 m (=) Dynamic draft (T’) 13,89 m (=) Profondità minima (H) 14,00 m (−) Minimum depth of water (H) 14.00 m (−) UKC 0,11 m (=) UKC 0.11m (=) H/T’ = 14,00/13,89 = 1,01 ⇒ Dato che il rapporto H/T’ è minore di 1,10, ⇒ As ratio H/T’ is less than 1.10, under keel lo spazio minimo sotto la chiglia (UKC) non clearance (UKC) is not in the safety limits. rientra nei limiti di sicurezza. L’entrata della The vessel is therefore tidebound for nave è quindi condizionata dalla marea: entering. Profondità minima (H) 14,0 m Minimum depth of water (H) 14.00 m Altezza della marea alle ore Height of tide at 10:00 hrs. on 10.30 del 07.12.2001 0,97 m (+) 07.12.02 0,97 m (+) Profondità massima (H’) 14,97 m (=) Maximum depth (H’) 14.97 m (=) Immersione dinamica (T’) 13,89 m (−) Dynamic draft (T’) 13.89 m (−) UKC 1,08 m (=) UKC 1,08 m (=) FRATELLI d’AMICO ARMATORI S.p.A. – ROMA, Italy 9 122

H’/T’ = 14,97/13,89 = 1,077 ⇒ Dato che il rapporto H’/T’ è minore di 1,10, ⇒ As ratio H/T’ is less than 1.10, under keel lo spazio minimo sotto la chiglia (UKC) non clearance (UKC) is not yet in the safety rientra ancora nei limiti di sicurezza. E’ limits. It is therefore necessary to reduce quindi necessario diminuire lo squat, ridu- squat by slowing down the vessel to “Half cendo l’andatura della nave a “Mezza Forza” Speed” ( V k’ = 8,0 kts): (V k’ = 8,0 nodi): 2 2 C B x V K 0.85 x (8.0) 0.85 x 64 54,4 (2) δmax = = = = = 1.09 m 50 50 50 50 Immersione statica (T) 12,19 m Static draft (T) 12.19 m Squat @ V k = 8,0 nodi 1,09 m (+) Squat @ V k =8,0 kts 1.09 m (+) Immersione dinamica (T’) 13,28 m (=) Dynamic draft (T’) 13,28 m (=) Profondità massima (H’) 14,97 m (−) Maximum depth (H’) 14.97 m (−) UKC 1,21 m (=) UKC 1,21m (=) H’/T’ = 14,97/13,28 = 1,12 ⇒ Dato che il rapporto H’/T’ è maggiore di ⇒ As ratio H’/T’ is more than 1.10, under keel 1,10, lo spazio minimo sotto la chiglia clearance (UKC) is now in the safety limits. (UKC) rientra ora nei limiti di sicurezza. ⇒ In conclusione, la nave potrà navigare nel ⇒ To sum up, it will be possible for the vessel canale del Porto di Malamocco soltanto to sail Porto di Malamocco Channel only at all’ora dell’alta marea, procedendo all’anda- the time of high water, proceeding at “Half tura di “Mezza Forza” Speed”. FRATELLI d’AMICO ARMATORI S.p.A. – ROMA, Italy 10 123

APPENDIX F • OCIMF-ICS-INTERTANKO – International Best Practices for Maritime Pilotage (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 124

International Best Practices f or Mari time Pilotage OCIMF • INTERTANKO 125

Foreword This booklet offers recommendations to ship masters, bridge supporting staff and pilots on the minimum standards of pilotage service that the shipping industry should expect on board ships in pilotage waters worldwide. Its aim is to clarify the roles of the master, the ship's crew and the pilot and the working relationship between them. However, the recommendations are designed to complement, and not replace, existing regulations and standard references by giving more detailed guidance on the interaction between parties involved in pilotage operations. A number of shipping industry organisations ha ve expressed the wish to endorse these recommendations. Many of these organisations have been active partici pants in discussions on pilotage recommendations and the authors would like to express their appreciation for the support received. These organisations include: BIMCO Canadian Shipowners Association Chamber of Shipping of America ( CSA) Chemical Carriers Association (CCA) Hong Kong Shipowners Association Intemational Association of Dry Cargo Shipowners (INTER CARGO) International Federation of Shipmastcrs' Associations (IFSMA) Intemational Parccl Tankers Associati on (IPTA) Japanese Shipowners Associati on (JSA) Society of Intemational Gas Tanker and Terminal Operators (SIGTTO) NOTE: Any rcfcrences to gender should be considered non-specific 126

lnternational Best Practices for Maritime Pilotage These recommendations are for the guidance of masters, their supporting personnel and pilots in laying down the minimum standards lo be expected of the pilotage service given on board ships in pilotage waters worldwide and aims lo clarify the roles of the master and the pilot and the working relationship between them. Such guidance is designed lo supplement existing regulations and standard references on pilotage which include, but are not limited lo, those listed in Section 10. 1.0 Principles tor the Safe Gonduct of Pilotage 1.1 Efficient pilotage is chiefly dependent upon the effectiveness of the communications and information exchanges between the pilot, the master and other bridge personnel and upon the mutuai understanding each has for the functions and duties of the others. Ship's personnel, shore based ship management and the relevant por! and pilotage authorities should utilise the proven concept of\"Bridge Team Management\". Establishment of effective co-ordination between the pilot, master and other ship's personnel, taking due account of the ship's systems and the equipment available to the pilot is a prerequisite for the safe conduci of the ship through pilotage waters. 1.2 Tue presence of a pilo! on the ship does not relieve the master or officer in charge of the navigational watch from their duties and obligations for the safe conduct of the ship. 2.0 Provision of lnformation tor Berth to Berth Passage Planning 2.1 Ships should provide the relevant port or pilotage authority with basic information regarding their arrivai intentions and ship characteristics, such as draught and dimensions, as required by the port or other sta tu tory obligations. This should be completed well in advance of the planned arrivai and in accordance with locai requirements. 2.2 In acknowledging receipt of this information, the appropriate pori or pilotage authority should pass relevant information back to the ship (either directly or via agents) as soon as it becomes available. Such information should include as a minimum: the pilo! boarding point; reporting and communications procedures; and sufficient details of the prospective berth, anchorage and routeing information lo enable the master to prepare a provisional passage pian to the berth prior to his arrivai. However, masters should recognise thai not ali of this information may be available in sufficient detail to complete the passage pian unti! the pilo! has boarded the ship. 1 127

3.0 Master Pilot lnformation Exchange 3.1 The pilot and the master should exchange information regarding the pilot's intentions, the ship's characteristics and operational parameters asso on as possible after the pilot has boarded the ship. The ICS Master/Pilo! Exchange Forms (Annexes Al and A2 of the ICS Bridge Procedures Guide) or the company equivalent format, should be completed by both the master and pilot to help ensure ready availability of the information and that nothing is omitted in error. 3.2 The exchange of information regarding pilotage and the passage plan should include clarification of: • roles and responsibilities of the master, pilot and other members of the bridge management team; • navigational intentions; • loca! conditions including navigational or traffic constraints; • tidal and current information; • berthing plan and mooring boat use; • proposed use of tugs; • expected weather conditions. After taking this information into account and comparing the pilot's suggested pian with that initially developed on board, the pilot and master should agree an overall firial plan early in the passagc bcfore tbc ship is committed. The master should not commi! his ship to the passage unti! satisfied with the pian. All parties should be aware that elements of the plan may change. 3.3 Contingency plans should also be made which should be followed in the event of a malfunction or a shipboard emergency, identifying possible abort points and safe grounding areas. These should be discussed and agreed between pilot and master. 4.0 Duties and Responsibilities 4.1 The pilot, master and bridge personnel share a responsibility far good communications anc\\ mutua! understanding of the other's role far the safe conduct of thc vessel in pilotage waters. They should also clarify thcir respective roles and responsibilities so that the pilot can be easily and successfully intcgratcd into the norma! bridge management team. 4.2 The pilot's primary duty is to provide accurate infarmation to ensure the safe navigation of the ship. In practice, the pilo! will often con the ship on the master's behalf. 2 128

4.3 Tue master retains the nltimate responsibility far tbe safety of bis sbip. He and bis bridge personnel have a duty to support tbe pilot and to monitor his actions. TI1is should include querying any actions or omissions by the pilot (or any other member of the bridge management team) if inconsistent with tbe passage pian or if the safety of the ship is in any doubt. 5.0 Preparation for Pilotage 5.1 The pilot should: • ensure he is adequately rested prior to an act of pilotage, in good physical and menta! fitness and not under the influence of drugs or alcohol; • prepare infarmation far incorporation into the ship's passage pian by keeping up to date with navigational, hydrographic and meteorologica! infarmation as well as traffic movements within the pilotage area; • establish communication witb the ship to make arrangements far boarding. 5.2 In supporting the pilot, tbe master and bridge personnel shoulcl: • ensure they are adequately rested prior to an act of pilotage, in good physical and menta! fitness ancl not under the influence of clrugs or alcohol; • clraw upon the preliminary infarmation supplice! by the relevant port or pilotage authority along with publishecl data ( e.g. charts, ticle tables, light lists, sailing clirections ancl radio lists) in arder to dcvelop a provisional passage pian prior to the ship's arriva!; • prcpare suitable equipment ancl provide sufficient personnel far cmbarking the pilot in a safe ancl expedient manner; • establish communications with tbe pilot station to confirm boarding details. 6.0 Pilot Boarding 6.1 Tue boarding position far pilots should be located, where practicable, at a great enough clistance from the port so as to allow sufficient time far a comprebensive face-to-face exchange of information and agreement of the fin al pilotage passage plan. Tue position choscn sbould allow sufficient sea-room to ensure that the ship's safety is not put in danger, befare, during or directly after such cliscussions; neitber should it impede the passage of other ships. 6.2 Tbe pilot shoulcl: • take ali necessary persona! safety precautions, including using or wearing the appropriate persona! protective equipment ancl ensuring items are properly maintained; 3 129

• Check that boarding equipment appears properly rigged and manned; • Liaise with the master so that the ship is positioned and manoeuvred to permit safe boarding. 6.3 In supporting the pilot, the master and ship's personnel should: • ensure that the means of pilot embarkation and disembarkation are properly positioned, rigged, maintained and manned in accordance with IMO recommendations and, where applicable, other port requirements; • the master should Iiaise with the pilo! station/transfer craft so that the ship is positioned and manoeuvred to ensure safe boarding. 7.0 Conduct of Passage in Pilotage Waters 7.1 It is essential that a face-to-face master/pilo! exchange (MPX) described in section 3.1 results in clear and effective communication and the willingness of the pilo!, master and bridge personnel to work together as part of a bridge management team. English Ianguage; or a mutually agreed common language; or the IMO Standard Marine Communication Phrases should be used, and all members of the team share a responsibility to highlight any perceived errors or omissions by other team members, for clarification. 7 .2 Tue master and bridge personnel should: • within the bridge management team, internet with the pilo! providing confirmation of his directions and feedback when they ha ve been complied with; • monitor at all times thc ship's speed and posi ti on as well as dynamic factors affecting the ship ( e.g. weather conditions, manoeuvring responses and density of traffic ); • confirm on the chart at appropriate intervals the ship's position and the positions of navigational aids, alerting the pilo! to any perceived inconsistencies. 7 .3 The pilot should: • ensure that the master is able to participate in any discussions when one pilot relinquishes his duty to another pilot; • report to the relevant authority any irregularity within the passage, inclnding deficiencies concerning the operation, manning, or equipment of the ship. 4 130

8.0 Berthing and Unberthing 8.1 Tue necessity of ca-operati on and a dose working relationship between the master and pilot during berthing and unberthing operations is extremely important lo the safety of the ship. In particular, both the pilo! and the master should discuss and agree which one of them will be responsible far operating key equipment and controls (such as main engine, helm ancl thrusters). 8.2 111e pilo! should: • ca-ordinate the efforts of ali parties engaged in the berthing or unberthing operati on (e.g. tug crews, linesmen, ship's crew). His intentions and actions should be explained immediately to the bridge management team, in the previously agreed appropriate language. 8.3 In supporting the pilo!, the master and bridge personnel should: • ensure thai the pilot's directions are conveyed to the ship's crew and are correctly implemented; • ensure thai the ship's crew provide the bridge management team witb relevant feedback infarmation; • advise tbe pilo! once his directions have been complied with, where an omission has occurred or ifa potential problem exists. 9.0 Other Matters 9.1 111e pilot should: • assist interested parties such as port authorities, national authorities and flag administrations in reporting and investigating incidents involving vessels whilst under pilotage, subjcct to the laws and regulations of the relevant authorities; • in observing the recommendations within this document pilots should meet or exceed the rcquirements set down in IMO Assembly Resolution A.485(XII) and its annexes; • should report to the appropriate authority anything observed which may affect safety of navigation or pollution prevention, including any incident thai may ha ve occurred lo the piloted ship; • refuse pilotage when the ship lo be piloted is belicved to pose a danger to tbc safety of navigation orto the environment. Any such refusal, together with the reason, should immediately be reported to the appropriate authority far further action. 9.2 Tue master, having the ultimate responsibility far the safe navigation of the ship has a responsibility lo request replacement of the pilo!, should he deem it necessary. 5 131

10.0 Standard References • IMO Resolution A.485(XII), Annexes I and II and subsequent amendments \"Recommendations on Training, Qualifications and Operational Procedures for Maritime Pilots other than Deep Sea Pilots\" • IMO ResolutionA.893(21) \"Guidelines for Voyage Planning\" • IMO Resolution A.889(21) \"Pilo! Transfer Arrangements\" • SOLAS Chapter V, Regulation 23 \"Pilo! Transfer Arrangements\" • ICS Bridge Procedures Guide 6 132

APPENDIX G • Company’s placards related to the bridge team & service organization and performance, posted on the navigation bridge: ⇒ Bridge Team Organization ⇒ Tests and Checks Before Departure and Arrival ⇒ ICS – Guidance on Steering Gear Test Routines ⇒ Use of radioelectrical equipment during cargo operations and while the ship is berthed or in vicinità of an oil dock ⇒ ICS – Notice on the Correct Use of VHF Channels ⇒ Use of MF/HF transceiver is prohibited during loading, discharging, lightering, on-board transfer, tank washing, gasfreeing and cleaning operations. Aerial must be earthed. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 133