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

than one position fixing method to obtain positions. The use of multiple methods ensures that in the event of one method becoming unreliable or unavailable, a back-up is readily available and its performance known • In open ocean conditions, the vessel’s position should be plotted at least once per hour if the scale of the cell permits. GPS should normally be used as the primary means for position fixing in open waters. Positions are to be recorded in the Deck Logbook in required intervals • Weather and navigational circumstances permitting, officers should practice taking astronomical sights. The position lines so obtained will also serve to provide a cross-check on the positions obtained from the GPS. The observations and position lines obtained should be recorded in a Sight Record Book • Allowance for set and leeway shall be made as required to follow the planned track. If trouble is experienced in keeping the vessel to the ENCs course (e.g. set/leeway required exceeds 10 degrees), the Master shall be called • Soundings shall be continuous operation whenever the vessel is in depths of less than 100 meters. When the vessel is in depths of less than 100 meters, the echo sounder should be in continuous operation with the depth alarm (if fitted) at an appropriate setting. The Echo sounder printer graphic recorder should be in continuous operation when the depth less than 30 mtrs. • The OOW shall check regular Estimated Positions (EP) on the ENCs for the period of his watch, commensurate with the scale of the chart and as outlined in the Passage Plan. He shall also check estimated positions as appropriate, for the following watch • He shall also calculate and mark on the chart the ETA expected for each alteration of course point due to be reached during his watch and the following watch. Should there be a major discrepancy (other than computational error) between the actual and estimated time of arrival at the waypoint, caution must be exercised. • Position information shall be plotted and recorded as follows: ENCs:  As specified in the Passage Plan or Master’s orders  At each alteration of course.  On passing salient points of land or dangers to navigation Navigation Log Book:  At least once per watch  At every alteration of course  On passing salient points of land or dangers to navigation  Charts of a suitable scale, appropriate for the conduct of safe navigation shall be used  Navigation warnings obtained by satellite communications (for example, SAT C, telex), Navtex receiver, radio-broadcasted warnings and other sources are by nature more short term and urgent than temporary or preliminary notices and must be clearly noted on all passage charts on receipt. Afterwards all relevant warnings/AIO are to be filed in respective Bridge File for further reference, and clearly marked when it is advised by a follow up message to delete/cancel the warning. In case a new warning is released, this is to be handed over to the next OOW on change of the watch. All warnings in place affecting the areas and charts during the intended voyage are to be noted in Damico Passage Planning  Navigator using ECDIS should be aware of the ability to plot new dangers on electronic charts through the use of the Marine Information Objects (MIO) capability. The purpose of the MIO is to highlight navigational warning on the electronic chart.  All plotted positions are to be left on the charts until the voyage is completed  All plotted positions must be erased prior to the commencement of the next voyage  The Officer of the Watch shall ensure that the passage plan in updated as appropriate. The actual arrival time at each waypoint shall be entered and the ETA at the next waypoint calculated, using the updated data  All Navigation warnings, meteo, etc shall be signed by all the OOW and Master. 2 - DUTIES AND TASKS OF THE OFFICER OF THE WATCH 2.1 Underway Check courses drawn on the seachart, comparing them with those laid down in the Passage Plan, and follow them accurately. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 51

Check characteristics of lights in sight, comparing them with those shown on the ENC and recorded in the list of lights Always use the largest scale ENCs and all available nautical publications (sailing directions, list of lights, list of radio signals, tide tables, etc.) for the sea area the vessel is sailing. Check that all publications are of the current edition and have been updated by the latest Notices to Mariners. Regularly and frequently fix vessel’s position and plot it on the ENCs. Fixes must be carried out by more than one method whenever circumstances allow. In coastal navigation, fix ship’s position by visual bearings and plot it on the chart not more than every 15 minutes. Whenever possible, GPS derived positions should always be verified by alternative methods. For ECDIS sailing, see Part I – paragraph 8.1.5(iii). On the high seas, fix vessel’s position by sight reduction of celestial bodies at sunrise and sunset and by forenoon and noon observations of the sun. Enter positions so obtained in Navigation Logbook. At the end of the watch the vessel’s position (actual or DR) should be plotted on the chart being used, and its coordinates entered in the Navigation Logbook. After any change of course and, anyhow, at least once every watch period, compare gyro compass and magnetic compass readings. Enter courses and drift angle, if applied, in Navigation Logbook and write them conspicuousl on the wheelhouse blackboard At least once a watch check and, if necessary, synchronize with the master gyro compass all its repeaters, the course recorder and all navigation instruments and systems. At least once a watch and, when possible, after any major alteration of course, the standard compass error (variation + deviation) should be determined and recorded in the Navigation Logbook. At least twice per day determine the standard compass deviation and the gyro compass error by azimuth of low-altitude celestial bodies. Check that the results match the values given in the deviation table and record them in the Compass Record Book and Navigation Logbook. Course recorder indications should be regularly used by the OOW to appreciate the steering conditions of the vessel and to check the course being followed. Ship’s speed should be reduced within safety limits when visibility is less than 4 miles, in heavy traffic conditions, or when circumstances require. Always inform the Master (see following paragraph 3). Always pay attention to traffic. Strictly follow International Rules for Preventing Collisions at Sea (COLREGS 72) and exercise the utmost caution. Avoid passing less than one mile distant from other ships (minimum CPA = 1 mls). Were that not possible because of heavy traffic or restriced waters conditions, inform the Master and pass to BW-IV. VHF is not an anti-collision system. Its use is not considered by COLREGS 72. Never make any agreement on collision avoidance action with other ships by VHF. In case it’s necessary to contact other ships by VHF, ask first Master’s clear authorisation. If called by other ships, just notify them own ship’s position, course and speed. In case of moderate visibility, heavy traffic, or whenever sailing in areas or conditions requiring special caution, it may be necessary to pass to a Bridge Watch (BW) requiring more personnel on the bridge. Inform the Master well in advance. (see the following paragraph 3). Radar Parallel Indexing should always be used to verify that the ship is maintaining a safe course when passing fixed objects. Echo sounder should be used to check depth contour lines crossings, when sailing shallow waters or near them, when anchoring. Due allowance for ship’s draught should always be applied to echo sounder readings. Steaming lights should be kept on, both by night and day, from leaving a berth until reaching the next berth or anchorage. Light signals should be frequently checked, well in advance of arrival in areas or ports where they will be used. Day signals should be kept in good order, always ready for use. Line throwing apparatus and distress signals should be kept in good order, promptly available. Daylight signalling lamp (ALDIS) should be permanently connected to its power supply, so positioned that it can promptly be used from the port bridge-wing. Every day, at 12:00 noon time, check general alarm, public address system and, if traffic in vicinity allows, sound signals system. 2.1.1 Using automatic steering systems The Master is to ensure that all deck officers are thoroughly familiar with the layout and operation of the steering console before undertaking their first watch aboard the vessel. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 52

• Each Deck Officer shall demonstrate to the Master that they are fully familiar and understand the different methods and modes of operation and how to change from one to the other • Procedure for changing over from Manual Steering to Auto Pilot and vice versa should be clearly displayed near the equipment • The Officer of the Watch is to ensure that when on automatic pilot the controls are set to achieve the best course consistent with prevailing conditions thus avoiding small rudder movements that may ultimately result in not only increased wear or damage to steering gear components, but also a reduction in the vessel’s speed • The Officer of the Watch must make frequent and regular checks to ensure the correct course is being steered. The off course alarm where fitted is to be tested once a watch and before departure from any port and recorded as such in the Deck Log-book being a statutory requirement. The Off-course Alarm must be adjusted to suit the prevailing weather conditions. The alarm MUST BE IN USE AT ALL TIMES WHEN UNDER AUTOMATIC STEERING. The use of the alarm does not in any way relieve the OOW from frequently checking the course being steered • The automatic steering must only be engaged or disengaged by the Officer of the Watch • Hand steering may have to be employed for large course alterations in heavy traffic, buoyed channels or heavy weather, especially with a following sea, river transits and when navigating in restricted waters. The times and locations of changeover should be recorded in the log book or bell book. • The gyro compass is an essential navigational instrument for the vessel and responsibility for the care of this equipment should be delegated to a deck officer (usually the 2nd Officer) who will ensure that prior to commencing every voyage, the compass is properly settled and that all repeaters are correctly aligned • Gyro Compass error is to be checked at least once per watch and at every major alteration of course when conditions permit. The results are to be entered in the compass deviation book and at least once per watch in the Deck log book • All Duty Officers and AB’s are to be familiar with the non-follow up mode of steering • The Master Gyro should be serviced as recommended by the makers, in any case at least annually. Service certificate should be obtained and maintained on board. Records of all maintenance are to be kept onboard. • All Gyro Repeaters must be compared with the Master compass, once every watch • Great caution must be exercised and errors must be taken frequently, whenever the Gyro is stopped and restarted, e.g., after Dry docks or annual servicing • A Compass Error Log must be maintained and a new log shall put into use after that a new deviation card is issued. 2.1.2 Radio communications One of the bridge VHF sets should be kept on, tuned to watch channel 16 (156,8 Mhz) - call, distress, urgency and safety. Use of VHF should be strictly in accordance with rules contained in the special ICS placard posted on the bridge (see Appendix G). Appropriate wording is contained in the IMO publication Standard Marine Communication Phrases (SMCP). When in VHF contact with other ships, or with coastal stations, just give information about type, name, flag and international call sign of own ship. Especially, never communicate to other ships, or to coast stations, Owners and Charterers’ names, cargo on board, ports coming-from and bound-for, ETA, unless being authorised in advance by the Master. All traffic carried out by bridge VHF shall be entered in the VHFLog Book. 2.1.3 Sailing in UMS conditions The OOW on the bridge should know the procedure for proper action, in case of need, in order to reduce speed and make main engine ready for manoeuvring, during the time that the engine room remains unattended. He should know the identity of the Engineer on duty. In case of an engine room alarm, he has to check that the Engineer on duty has taken proper action. In case the alarm persists over a reasonable time limit, he should establish direct contact with the Engineer on duty and, if that comes out to be impossible, or in case of any doubt, he shall immediately notify the Master (see the following paragraph 3). (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 53

Periods in which the vessel is sailing in UMS condition should be recorded in the Navigation and Engine Logbooks, with times of beginning and end. 2.2 Sailing with a pilot on board Carefully read the OCIMF-ICS-INTERTANKO pubblication International Best Practices for Maritime Pilotage contained in Appendix F. Equipment and procedures for the safe embar-cation of pilots are depicted on the IMPA placard Required Boarding Arrangements for Pilot contained in ICS publication Bridge Procedures Guide. Ascertain that all personnel necessary to rig pilot embarcation system (pilot ladder, handropes, bulkhead ladder, combination ladder, lifebuoy with floating light, messenger line, etc.) has been called well in time, taking into due consideration sea and weather cond-itions, safety of operations on main deck, darkness. Pilot embarcation takes place under the super-vision and responsibility of a Deck Officer (SOLAS 74/78 – V/23.2.2). He should personally check the boarding system correct rigging well in advance. He should keep in touch with the navigating bridge by means of a portable UHF transceiver throughout the operation.Enter immediately in the Navigation Logbook Pilot’s name and time of his boarding. The NAV 03 ­ Pilot Card to be handed over to the pilot before he takes charge, should be completed well in advance, and must be approved by the Master. When a Pilot’s native language differs from the Deck Officers’ and helmsman’s, steering orders should be given in the English language, promptly acknow-ledged and translated as appropriate, in a loud voice, by the OOW. Their execution should be closely moni-tored, and extra supervisory care is required to prevent misunderstandings between Pilot and helmsman. All bridge nautical and communication equipment are at the pilot's disposal, but their operation is the responsibility of the OOW. The only controls which may be operated directly by the pilot, regularly supervised by the OOW, are: • Radars: VRM, bearing cursor, range selector; • VHF radio sets in use for communications (VTS, pilot stations, terminals, ship-to-ship): Channel selector, volume, squelch; • Whistle controls; • Daylight signal lamp (ALDIS). Special care should be used in checking Pilot’s action and behaviour. OOW should be able at any time to intervene and take the con in case the Pilot becomes suddenly unavailable or openly unfit for his duty. To this purpose, he shall regularly and frequently determine the ship’s position and plot it on the chart, in order to check that the vessel is steered and manoeuvred on her established courses, in accordance with Passage Plan or Harbour Steaming Plan. Beam transits of all signals or conspicuous points (buoys, lights, shore objects, etc.) used for sailing should be recorded on the chart. Beam transits of most important points should be also entered in the Navigation Logbook. 2.3 Ship at anchor Anchor watch checklist must be use. At least every 30 minutes, check anchoring position and plot it on the chart. Continuously check weather and visibility condi-tions and sea state, being on the alert for any change. Consult tide and tidal current tables and the sea chart, in order to ascertain current direction and rate, and the time it turns. Make sure that regular rounds of inspection on the forecastle are carried out, in order to check the windlass, the brake and the chain compressor, the way the anchor chain is leading and its tightness, and that the results are reported to the bridge. Be aware of the state of readiness of main engine and other ship’s machinery. Under normal conditions, the vessel should be able to move under her own power within 30 minutes. In unsettled sea and weather conditions, the vessel shall be ready to move immediately. Always pay the utmost attention to traffic in vicinity. Carefully follow the movement of crafts, launches, fishing boats, native craft, roving near the vessel. Do not allow any unidentified craft to approach or make fast alongside. Immediately inform the Master (see the following § 3). Continuously watch VHF Channel 16 and any channel used by local traffic control or port authority (VTS, Coast Guard, COTP, etc.). (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 54

Anchor lights and open decks floodlights must be switched on from sunset to dawn, anchor shape must be shown from dawn to sunset. 3 Calling the Master ⇒ When visibility tends to reduce, or becomes less than 4 miles. ⇒ For any doubt or uncertainity on: • ship’s position; • courses drawn on the chart or laid down in the Passage Plan booklet; • bridge equipment regular working conditions; • anchor’s hold; • orders received by outgoing Officer; • orders entered in Master’s Order Book; • actual situation in taking on the watch; • fitness of watch personnel to carry out their duties. ⇒ In heavy traffic conditions or when clusters of fishing vessels are in proximity. ⇒ When it is not possible to maintain a CPA over 1 mile from other ships. ⇒ Missing, or unexpected sighting of navigational light or day signals, coast, radar targets. ⇒ Sudden changes of magnetic compass readings in respect of gyrocompass. ⇒ Unforseen changes in sea and weather conditions, sudden fall of the barometer, sighting of ice or signs of its proximity. ⇒ When it risults to be impossible to contact the Engineering Officer on Watch/Duty, persisting an ER alarm signal. ⇒ On receipt of distress, urgency or safety calls by GMDSS equipment. ⇒ Sighting distress signals, lifeboats, liferafts or survival craft, wreckage. ⇒ Sighting signs of pollution of the marine environment (oil slicks, garbage, drifting vegetation heaps, etc.). ⇒ Sighting of unusual natural phoenomena (aurorae, marine biology, locust swarms, etc.). ⇒ Calls or signals from naval, customs or CG craft, signal stations, VTS. ⇒ Calls or signals from other vessels, requesting assistance, position, navigational or weather information. ⇒ Unidentified or suspicious craft or boats in proximity of the vessel, particularly in well-known piracy, terrorism or smuggling areas. ⇒ Any emergency or unusual event which happened on board. ⇒ Any other occurrence which, in Officer of Watch judgement, requires Master’s presence, advice or authority. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 55

PART IV • Anchoring procedures (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 56

PART IV Anchoring Procedures 1 Prior to anchoring ⇒ Prior to anchoring, the checks and tests shall be carried out as specified in the Pre-arrival /Pre-departure checklist and Anchoring preparation checklist. The anchor position should be selected in consultation with the Pilot and Port Control/VTS as appropriate ⇒ The vessel’s engines shall be put on stand-by and tested ahead and astern at least 5 miles prior arrival at the anchorage (if not already done, as part of port arrival checks) ⇒ The vessel shall be in hand steering with two steering motors running at this time, and shall remain so until completion of anchoring ⇒ Both anchors shall be cleared from their securing and the anchoring crew standing by before the vessel enters the anchorage area. The anchor planned for use should be lowered to the waterline or deeper prior to dropping, depending on Master’s decision ⇒ When entering and maneuvering within an anchorage the vessel should normally proceed at the minimum speed consistent with adequate steering. In determining a safe speed, the Master shall bear in mind: • The presence of other vessels at the anchorage • The possibility of vessels getting under way and craft maneuvering within the anchorage and in its approaches • The proximity of land, shallows, navigational hazards • The ability to stop the ship (over the ground) on arrival at the chosen anchorage site ⇒ The Port control / VTS radio frequency should be closely monitored for advance notice of impending vessel movements ⇒ Depths beyond which anchoring is permitted should normally not to exceed 82.5m. Anchoring at greater depths must be avoided, unless design characteristics differ and must be taken into account in the Risk Assessment process. In any case anchoring is discouraged to depths exceeding 100 meters. Anchoring in deeper water is only to be carried out in special circumstances or emergency situation in which the Master considers it acceptable that the windlass may not be capable of recovering the anchor. It is of paramount importance the Master to be fully aware of the anchoring limitations of his vessel and the relevant guidelines in the OCIMF publication “Anchoring Systems and Procedures” (2010), in order to leave his anchoring position, before it becomes too late. Reference to the relevant following 2 templates may also be made: (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 57

Limitation of the Anchoring System: Typically, a windlass is required to heave in the weight of an anchor and chain from a depth of between 82.5 and 100 metres, depending on individual Class requirements. The windlass is not designed to break out the anchor from the seabed and may not be designed to lift chain lengths in excess of Class minimum requirements. Mariners should be aware that windlasses are typically designed to lift a maximum weight of an anchor and three free-hanging shackles (shots) of cable. The normal pulling force of the windlass is limited and in deeper water it is usually not possible to lift the whole chain length with the anchor hanging free in the water. For example, the weight of an anchor and 14 shackles of 100 mm diameter chain is approximately 104 tonnes. The windlass typically will be designed to lift 47 tonnes and have a maximum pulling force of 71 tonnes. It should also be noted that existing Classification Society rules are based on anchoring in sheltered waters. While wind and current forces are considered, dynamic forces associated with waves and swell are not. As anchorages are moved further offshore, these forces have increasing influence and they should be taken into account by owners when specifying equipment. The weakest component in most anchoring systems is the windlass motor. The two main failure modes of motors are associated with heaving when there is too much weight on the cable and walking-out the cable with excessive way on the vessel. When attempting to recover anchors in extreme conditions, the windlass wdl heave untd its pulling force is exceeded by the tension in the chain. At that time, the windlass may start to render and such rendering may lead to damage to the motor's components. This could result in catastrophic failure and the associated risk of personal injury. When walking-out the anchor by means of the windlass motor, it is important that the vessel's speed over the ground is less than the walking-out speed, which is typically 9 metres/min, equivalent to less than 0.3 knot. Higher speeds over the ground may cause the motor to render. ⇒ Once the vessel has arrived at the anchor position, the ship shall be stopped over the ground prior to dropping / walking out the anchor ⇒ Ideally the anchor should be walked out to the seabed and the required length of chain paid out to avoid stress on the anchor gear. The Officer in charge on the forecastle shall report direction, length and weight of the anchor chain in regular intervals ⇒ In strong current/tide conditions, when walking the chain out in gear, care should be taken that the momentum of the ship (relative to the ground) does not overpower the windless gear, as this can result in severe damage ⇒ At the moment of anchoring, the ships position shall be fixed and the position of the anchor calculated. Once the vessel has been brought up, and the scope of cable is known, the swinging circle of the ship shall be determined and plotted. ⇒ With specific reference to anchoring in deep waters, the safest method is to lower the anchors with the help of the capstan (on gear procedure). In particular, after the vessel stops and an astern movement begins at a minimum speed (0.2 knots or less), the slackening of the cable begins. The chain is steadily slackened until 2 shackles before the intended length has been paid out. At this point, backing should be gradually reduced until the vessel comes to stand still with the intended cable length dropped in the water. The vessel should then ride to her cable according to the weather conditions. After completion of the anchoring procedure the capstan is taken out of gear and the anchor cable secured on the brake and stopper. The above anchoring method is appropriate for any size of vessel, when the dropping of anchor is to take place in waters with depth exceeding the 36 m. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 58

• Once the vessel has arrived at the anchor position, the ship shall be stopped over the ground prior to dropping / walking out the anchor • Ideally the anchor should be walked out to the seabed and the required length of chain paid out to avoid stress on the anchor gear. The Officer in charge on the forecastle shall report direction, length and weight of the anchor chain in regular intervals • In strong current/tide conditions, when walking the chain out in gear, care should be taken that the momentum of the ship (relative to the ground) does not overpower the windless gear, as this can result in severe damage • At the moment of anchoring, the ships position shall be fixed and the position of the anchor calculated. Once the vessel has been brought up, and the scope of cable is known, the swinging circle of the ship shall be determined and plotted on the chart. • With specific reference to anchoring in deep waters, the safest method is to lower the anchors with the help of the capstan (on gear procedure). In particular, after the vessel stops and an astern movement begins at a minimum speed (0.2 knots or less), the slackening of the cable begins. The chain is steadily slackened until 2 shackles before the intended length has been paid out. At this point, backing should be gradually reduced until the vessel comes to stand still with the intended cable length dropped in the water. The vessel should then ride to her cable according to the weather conditions. After completion of the anchoring procedure the capstan is taken out of gear and the anchor cable secured on the brake and stopper.The above anchoring method is appropriate for any size of vessel, when the dropping of anchor is to take place in waters with depth exceeding the 36 m. 59

2 Departure from anchorage ⇒ Prior to departing from the anchorage, the checks and tests shall be carried out as specified in the Arrival / Departure Checklist ⇒ Prior to heaving anchor, clearance shall be obtained from the Port Control / VTS ⇒ The movements of all vessels in the vicinity shall be tracked for a sufficient period prior to heaving anchor and if any doubt exists, heaving anchor should be postponed until they are past and clear ⇒ Helm and engines should be used to assist in heaving the anchor. Apart from assisting in recovering the cable, this gives the systems a final re-check immediately prior to getting under way ⇒ The Officer on the forecastle should report the lead and weight on the cable periodically or as required. In particular he shall report when it is “sighted and clear”. ⇒ Port Control / VTS shall be advised as soon as the anchor is aweigh. ⇒ Guillotines/bars can be applied whilst the vessel is on standby but only if the bar is in a position where it can be freely released without the requirement for power on the windlass (i.e. the weight of the cable is not on it). Anchors should not be secured for sea until the Master is satisfied that the vessel is sufficiently to seaward and full away on passage has been given ⇒ When leaving the anchorage the vessel should proceed at reduced speed until clear of other vessels, and the Bridge Team must be alert to the possibility of vessels getting under way and craft maneuvering within the anchorage ⇒ The Port Control / VTS frequency should be closely monitored for advanced notice of vessel movements. 3 Drifting ⇒ On occasion it may be impractical for vessels to anchor (due to water depth or tidal/weather conditions). Under such circumstances, the Master may decide to steam or drift off the port. In either case, the vessel shall, so far as possible, be maintained in a position which is well away from navigational hazards and traffic (and particularly the pilot boarding and landing areas). ⇒ It is recommended that vessels are not anchored in areas / anchorages known for piracy / robbery, unless orders were received from operators / charterers to do so in case of expected pilot boarding and berthing, however, the final decision will remain with the Master. Areas, where the Master shall consider whether to drift or to anchor, are mainly ports in West Africa and South East Asia. In case it is decided to anchor off these ports, the Master must refer to precautions and instructions given in vessel’s Ship Security Plan ⇒ Where the vessel is drifting off a port, the engines should remain on immediate notice. Under these circumstances, the vessel shall not exhibit N.U.C signals. If traffic and navigation circumstances permit, it may be permissible, after consultation between the Master and the Chief Engineer to put the engines on 10 minutes notice for a short period in order to carry out minor adjustments, change over systems, etc. In this case, the engine shall be tested as soon as it has been restored to immediate notice ⇒ A bridge watch condition appropriate to the prevailing navigational and weather circumstances shall be set ⇒ Vessels may stop at sea (or anchor) to carry out routine engine maintenance. This shall be pre-planned between the Master and Chief Engineer and the vessel shall only be stopped in a position where it is as far as practicable from busy traffic areas and well away from any navigational dangers. Under these circumstances the vessel shall exhibit N.U.C (or anchor) signals as appropriate. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 60

OFFICERS CHECKLIST (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 61

OFFICERS CHECKLIST Date Rank Name Signature (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 62

Date Rank Name Signature (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 63

Date Rank Name Signature (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 64

Date Rank Name Signature (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 65

Date Rank Name Signature (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 66

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APPENDIX A • STCW 2011 STCW Code – Chapter VIII - Standards regarding watchkeeping Sections A-VIII/1 - A-VIII/2 & B-VIII/1 - B-VIII/2 [abridged] (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 68

.. STCW Code, as amended: Part A, Chapter VIII - Watchkeeping ,. Chapter VIII Standards regarding watchkeeping section A-Vlll/1 f;tness for duty 1 Administrations shall take account of the danger posed by fatigue of seafarers, especially those whose duties involve the safe and secure operation of a ship. 2 Al! 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. 4 The requirements for rest periods laid down in paragraphs 2 and 3 need not be maintained in the case of an emergency or in other overriding operational conditions. Musters, fire-fighting and lifeboat drills, and drills prescribed by national laws and regulations and by international instruments, shall be conducted in a manner that minimizes the disturbance of rest periods and does not induce fatigue. · 5 Administrations shall require that watch schedules be posted where they are easily accessible. The schedules shall be established in a standardized format\" in the working language or languages of the ship and in English. 6 When a seafarer is on call, such as when a machinery space is unattended, the seafarer shall have an adequate compensatory rest period if the normai period of rest is disturbed by call-outs to work. 7 Administrations shall require that records of daily hours of rest of seafarers be maintained in a stand- ardized fermat,* in the working language or languages of the ship and in English, to allow monitoring and verification of compliance with the provisions of this section. The seafarers shall receive a copy of the records pertaining to them, w hich shall be endorsed by the master or by a person authorized by the master and by the seafarers. 8 Nothing in this section shall be deemed to impair the right of the master of a ship to require a seafarer to perform any hours of work necessary for the immediate safety of the ship, persons on board or cargo, or far the purpose of giving assistance to other ships or persons in distress at sea. Accordingly, the master may suspend the schedule of hours of rest and require a seafarer to perform any hours of work necessary unti! the normai situation has been restored. As soon as practicable after the normai situation has been restored, the master shall ensure that any seafarers who have performed work in a scheduled rest period are provided with an adequate period of rest. 9 Parties may allow exceptions from the required hours of rest in paragraphs 2.2 and 3 above provided that the rest period is not less than 70 hours in any 7-day period. • The IMO/ILO Cuidelines for the development of tables of seafarers' shipboard working arrangements and formats of records of seafarers' hours of work or hours of rest may be used. 69 251

Standards of training, certification and watchkeeping for seafarers Exceptions frorn the weekly rest period provided for in paragraph 2.2 shall not be allowed for more than two consecutive weeks. The intervals between two periods of exceptions on board shall not be less than twice the duration of the exception. The hours of rest provided for in paragraph 2.1 may be divided intono more than three periods, one of which shall be at least 6 hours in length, and neither of the other two periods shall be less than one hour in length. The intervals between consecutive pericx:ls of rest shall not exceed 14 hours. Exceptions shall not extend beyond two 24-hour periods in any 7-day period. Exceptions shall, as far as possible, take into account the guidance regarding prevention of fatigue in section B-Vll 1/1. 10 Each Administration shall establish, for the purpose of preventing alcohol abuse, a limit of not greater than 0.05% blood alcohol leve! (BAC) or 0.25 mg// alcohol in the breath or a quantity of alcohol leading to such alcohol concentration for masters, officers and other seafarers while performing designateci safety, security and marine environmental duties. Section A-Vlll/2 Watchkeeping arrangements and principles to be observed Part 1 - Certification 1 The officer in charge of the navigational or deck watch shall be duly qualified in accordance with the provisions of chapter Il or chapter VII appropriate to the duties related to navigational or deck watchkeeping. 2 The officer in charge of the engineering w atch shall be duly qualified in accordance with the provisions of chapter lii or chapter VII appropriate to the duties relateci to engineering watchkeeping. Part 2 - Voyage planning Generai requirements 3 The intended voyage shall be planned in advance, taking into consideration ali pertinent information, and any course laid down shall be checked before the voyage commences. 4 The chief engineer officer shall, in consultation with the master, determine in advance the needs of the intended voyage, taking into consideration the requirements for fuel, water, lubricants, chemicals, expendable and other spare parts, tools, supplies and any other requirements. Planning prior to each voyage 5 Prior to each voyage, the master of every ship shall ensure that the intended route from the port of depar- ture to the first port of cali is planned using adequate and appropriate charts and other nautica! publications necessary for the intended voyage, containing accurate, complete and up-to-date information regarding those navigational limitations and hazards which are of a permanent or predictable nature and which are relevant to the safe navigation of the ship. Verification and display of planned route 6 When the route planning is verified, taking into consideration ali pertinent information, the planned route shall be clearly displayed on appropriate charts and shall be continuously available to the officer in charge of the watch, who shall verify each course to be followed prior to using it during the voyage. 70 252

STCW Code, as amended: Part A, Chapter VIII - Watchkeeping oeviation from planned route 7 lf a decision is made, during a voyage, to change the next port of cali of the planned route, or if it is neces- sary for the ship to deviate substantially from the planned route for other reasons, then an amended route shall be planned prior to deviating substantially frorn the route originally planned. Part 3 - Watchkeeping principles in generai 8 Watches shall be carried out based on the following bridge and engine-room resource management principles: .1 proper arrangements far watchkeeping personnel shall be ensured in accordance with the situations; .2 any limitation in qualifications or fitness of individuals shall be taken into account when deploying watchkeeping personneli .3 understanding of watchkeeping personnel regarding their individuai roles, responsibility and team roles shall be established; .4 the master, chief engineer officer and officer in charge of watch duties shall maintain a proper watch, making the most effective use of the resources available, such as information, installations/ equipment and other personnel; .5 watchkeeping personnel shall understand functions and operation of installations/equipment, and be familiar with handling them; .6 watchkeeping personnel shall understand information and how to respond to information from each station/installation/equipment; .7 information from the stations/installations/equipment shall be appropriately shared by ali the watchkeeping personnel; .8 watchkeeping personnel shall maintain an exchange of appropriate communication in any situa- tion; and .9 watchkeeping personnel shall notify the master/chief engineer officer/officer in charge of watch duties without any hesitation when in any doubt as to what action to take in the interest of safety. Part 4 - Watchkeeping at sea Principles applying to watchkeeping generally 9 Parties shall direct the attention of companies, masters, chief engineer officers and watchkeeping personnel to the following principles, which shall be observed to ensure that safe watches are maintained at all times. 10 The master of every ship is bound to ensure that watchkeeping arrangements are adequate far maintainìng a safe navigational or cargo watch. Under the master's generai direction, the officers of the navigatìonal watch are responsible far navigating the ship safely during their periods of duty, when they will be particularly concerned with avoiding collision and stranding. 11 The chief engineer officer of every ship is bound, in consultation with the master, to ensure that watch- keeping arrangements are adequate to maintain a safe engineering watch. Protection of marine environment 12 The master, officers and ratings shall be aware of the serious effects of operational or accidental pollution of the marine environment and shall take al! possible precautions to prevent such pollution, particularly within 71 the framework of relevant international and port regulations.

Standards of training, certification and watchkeeping for seafarers Part 4-1 - Principle$ (o be observed .in keeping a· ,,avigational watch 13 The officer in charge of the navigatìonal watch is the master's representative and is prirnarily respon- sible at al! times for the safe navigation of the shìp ano for complying with· th·e lnternational Regulatìons for Preventirfg Còllisio[ls ,at Sea, 1972, as amended. Look out 14 A proper lookòut ~h.all be maintained al all tirnes in compliance with rule 5 òf the lnternational Regula- tions for Preventing Collisions at Sea, 1972, as amende.d, and shall serve the purpose of: J maìntai11.ing a continuous state of vigilance by sigh,t and hearing, as well as by ali other available rneans, with regard to any significant çhange. in the op.erating enyironm~nt; .2 fully appr.aising the-situation and the risk of collision, str:andlng and otlìer dangers to rr;;ivigation; and ,3 detecting ships or aircraft in distress1 shipwre_çked. pers:011s, vyretks, debris and other hazards to safe navigatLon. 15 The lool>ourrn.ust be able to give full attention to the. keeping of .à ptoper lookol!t and no other duties shall be undertakèn or assigned Whiçh could interfere wi.:th that task, 16 The duties of the lookout and helmsperson are separate, and the helmsperson shall not be CO'nsidered to bè the lookout whìle steerlng, except·in .small sh!ps where an unobstn.léted all-i'ouna view is provided ilt the steertng position and there is no impairment of night vis.ion or other impediment to the. keeping of a proper lookoot. The officer in charge of the· navigational watt:h rnay be the sole lookout in daylight provided that, o!) each suc.h occasion: .1 the situation has been carefully assessed and it has been established without doubt that it:is safe to do s~; .2 full account has been, taken of all relevant fautors, induding, but not limited to: stàte of weather; visibility; traffic density; proximity ot dangers to navigatio~; and thè attentìort nece?sarywhen na,vigating in or near traffic separation schemes; ~nd .3 assisfance is ìmmediately available 'to be summoned to the .bridg~ when any chan_ge fn the situation so requires. :\\ 17 In determining that the composition of the navigational watch is adequate to ensur.e. that a proper 1 lookout can continuously be main.tained, the master shall take into account all relevant factors, lncludìng .. i thosenescribed irì this sèctiori of the Code, as well as thè f 11owirig factors: 0 .1 visibility, state of weather and sea; .2 traffic qensity, -and, other aètiviti.es aècurring in th_e area in which th~ vessel is· navigatirig; .3 the atlention necessary when navigating .in or near fraffic separation schemes or other· routeing measures; .4 the additionaf workload c;:i;used by the nature of the ship'S' functions, immediate operating reqtJire- ments and anticiJ<>ated manoeuvres; .5 thE; fitness {or duty of any crew members on call who àr~ assign~d 'as members of tlie watch;· .6· knowledge of, ,and confidence in, the professional competence of the ship!s officers and crew; ;7 t he éxperienc:e of eat h. 9ffièer of the navigational watch, a:nd th~ fé}milìarity of that officer vyith the ship's equipment, procedures and manoeuvring capability; 1 72 254

STCW Code, as amended: Part A, Chapter VIII - Watchkeeping .8 activities taking piace on board the ship at any particular time, including radiocommunication activities, and the availability of assistance to be summoned immediately to the bridge when necessaryi .9 the operational status of bridge instrumentation and controls, including alarm systemsi .10 rudder and propeller contrai and ship manoeuvring characteristics; .11 the size of the ship and the field of vision available from the conning positioni .12 the config- uration of the bridge, to the extent such configuration might inhibit a member of the watch from detecting by sight or hearing any external development; and .13 any other relevant standard, procedure or guìdance relating to watchkeeping arrangements and fitness far duty which has been adopted by the Organization. Watch arrangements 18 When decidìng the composition of the watch on the bridge, which rnay include appropriately qualified ratings, the fol!owing factors, inter alia, shall be taken into account: .1 at no time shall the bridge be left unattended; .2 weather conditions, visìbility and whether there ìs daylight or darkness; .3 proximity of navigational hazards which may make it necessary for the officer in charge of the watch to carry out additional navigational duties; .4 use and operational condition of navigational aids such as ECDIS, radar or electronic position- indìcating devices and any other equipment affecting the safe navigation of the ship; .5 whether the ship is fitted with automatic steering; .6 whether there are radio duties to be performed; .7 unmanned machinery space (UMS) controls, alarms and indicators provided on the bridge, proce- dures for their use and their limitations; and .8 any unusual demands on the navigational watch that may arise as a result of special operational circumstances. Taking over the watch 19 The officer in charge of the navigational watch shall not hand aver the watch to the relieving officer if there is reason to believe that the latter is not capable of carrying out the watchkeeping duties effectively, in which case the master shall be notified. 20 The relieving officer shall ensure that the members of the relieving watch are fully capable of performing their duties, particularly as regards their adjustment to night vision. Relieving officers shall not take aver the watch unti! their vision is fully adjusted to the light conditions. 21 Prior to taking over the watch, relieving officers shall satisfy themselves as to the ship's estimated or true position and confirm its intended track, course and speed, and UMS controls as appropriate and shall note any dangers to navigation expected to be encountered during their watch. 22 Relieving officers shall personally satisfy themselves regarding the: .1 standing orders and other special instructions of the master relating to navigation of the ship; .2 position, course, speed and draught of the ship; .3 prevailing ancl predicted tides, currents, weather, visibility and the effect of these factors upon course and speed; 73 255

Standards of training, certification and watchkeeping far seafarers .4 procedures for the use of main engines to manoeuvre when the main engines are on bridge contrai; and .5 navigational situation, including, but not limited to: .5.1 the operational condition of al! navigational and safety equipment being used or likely to be used during the watch; .5.2 the errors of gyro- and magnetic compasses; .5.3 the presence and movement of ships in sight or known to be in the vicinity; .5.4 the conditions and hazards likely to be encountered c;iuring the watch; and .5.5 the possible effects of heel, trim, water density and squat on under-keel dearance. 23 lf, at any time, the officer in charge of the navigational watch is to be relieved when a manoeuvre or other action to avoid any hazard is taking piace, the relief of that officer shall be deferred until such action has been compieteci. Performing the navigational watch 24 The officer in charge of the navigational watch shall: .1 keep the watch on the bridge; .2 in no circumstances leave the bridge unti! properly relieved; and .3 continue to be responsible for the safe navigation of the ship, despite the presence of the master on the bridge, unti! informed specifically that the master has assumed that responsibility and this is mutually understood. 25 During the watch, the course steered, position and speed shall be checked at sufficiently frequent inter- vals, using any available navigational aids necessary, to ensure that the ship follows the planned course. 26 The officer in charge of the navigational watch shall have full knowledge of the location and operation of all safety and navigational equipment on board the ship and shall be aware and take account of the operating limitations of such equipment. 27 The officer in charge of the navigational watch shall not be assigned or undertake any duties which would interfere with the safe navigation of the ship. 28 When using radar, the officer in charge of the navigational watch shall bear in mind the necessity to comply at all times w ith the provisions on the use of radar contained in the lnternational Regulations far Preventing Collisions at Sea, 1972, as amended, in force. 29 In cases of need, the officer in charge of the navigational watch shall not hesitate to use the helm, engines and sound signalling apparatus. However, timely notice of intended variations of engine speed shall be given, where possible, or effective use shall be made of UMS engine controls provided on the bridge in accordance with the applicable procedures. 30 Officers of the navigational watch shall know the handling characteristics of their ship, including its stopping distances, and should appreciate that other ships may have different handling characteristics. 31 A proper record shall be kept during the watch of the movements and activities relating to the navigation of the ship. 32 lt is of special importance that at all times the officer in charge of the navigational watch ensures that a proper lookout is maintained. In a ship with a separate chartroom, the officer in charge of the navigational watch may visit the chartroom, when essential, for a short period for the necessary performance of naviga- tional duties, but shall first ensure that it is safe to do so and that proper lookout is maintained. 74 256

STCW Code, as amended: Part A, Chapter Vili - Watchkeeping 33 Operational tests of shipboard navigational equipment shall be carried out at sea as frequently as practicable and as circumstances permit, in particular befare hazardous conditions affecting navigation are expected. Whenever appropriate, these tests shall be recorded. Such tests shall also be carried out prior to port arrivai and departure. 34 Th.e officer in charge of the navigational watch shall make regular checks to ensure that: .1 the person steering the ship or the automatic pilot is steering the correct course; .2 the standard compass errar is deterrnined at least once a watch and, when possible, after any major alteration of course; the standard and gyro-compasses are frequently compared and repeaters are synchronized with their master compass; .3 the automatic pilot is tested manually at least once a watch; .4 the navigation and signal lights and other navigational equipment are functioning properly; .5 the radio equipment is functioning properly in accordance with paragraph 86 of this section; and .6 the UMS controls, alarms and indicators are functioning properly. 35 The officer in charge of the navigational watch shall bear in mind the necessity to comply at ali times with the requirements in farce of the lnternational Convention far the Safety of Life at Sea (SOLAS), 1974.* The officer of the navigational watch shall take into account: .1 the need to station a person to steer the ship and to put the steering into manual contro! in good time to allow any potentially hazardous situation to be dealt with in a safe manner; and .2 that, with a ship under automatic steering, it is highly dangerous to allow a situation to develop to the point where the officer in charge of the navigational watch is without assistance and has to break the continuity of the lookout in arder to take emergency action. 36 Officers of the navigational watch shall be thoroughly familiar with the use of ali electronic navigational aids carried, including their capabilities and limitations, and shall use each of these aids when appropriate and shall bear in mind that the echo-sounder is a valuable navigational aid. 37 The officer in charge of the navigational watch shall use the radar whenever restricted visibility is encountered or expected, and at all times in congested waters, having due regard to its limitations. 38 The officer in t harge of the navigational watch shall ensure that the range scales employed are changed at sufficiently frequent intervals so that echoes are detected as early as possible. lt shall be borne in mind that small or poor echoes may escape detection. 39 Whenever radar is in use, the officer in charge of the navigational watch shall select an appropriate range scale and observe the display carefully, and shall ensure that plotting or systematic analysis is commenced in ampie time. 40 The officer in charge of the navigational watch shall notify the master immediately: .1 if restricted visibility is encountered or expected; .2 if the traffic conditions or the rnovements of other ships are causing concern; .3 if difficulty is experienced in maintaining course; .4 on failure to sight land, or a navigation mark or to obtain soundings by the expected time; .5 if, unexpectedly, land or a navigation mark is sighted or a change in soundings occurs; .6 on breakdown of the engines, propulsion machinery remote contrai, steering gear or any essential navigational equipment, alarm or indicator; * See SOLAS regulations V/24, V/25 and V/26. 75 257

Standards of training, certification and watchkeeping for seafarers .7 if the radio equipment malfunctions; .8 in heavy weather, if in any doubt about the possibility of weather damage; .9 if the ship meets any hazard to navigation, such as ice or a derelict; and .10 in any other emergency or if in any doubt. 41 Despite the requirement to notify the master immediately in the foregoing circumstances, the officer in charge of the navigational watch shall, in addition, not hesitate to take immediate action for the safety of the ship, where circumstances so require. 42 The officer in charge of the navigational watch shall give watchkeeping personnel ali appropriate instruc- tions and information which will ensure the keeping of a safe watch, including a proper lookout. Watchkeeping under different conditions and in different areas Clear weather 43 The officer in charge of the navigational watch shall take frequent and accurate compass bearings of approaching ships as a means of early detection of risk of collision and shall bear in mind that such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large ship or a tow or when approaching a ship at dose range. The officer in charge of the navigational watch shall also take early and positive action in compliance with the applicable lnternational Regulations for Preventing Collisions at Sea, 1972, as amended, and subsequently check that such action is having the desired effect. 44 In clear weather, whenever possible, the officer in charge of the navigational watch shall carry out radar practice. Restricted visibility 45 When restricted visibility is encountered or expected, the first responsibility of the officer in charge of the navigational watch is to comply with the relevant rules of the lnternational Regulations far Preventing Collisions at Sea, 1972, as amended, with particular regard to the sounding of fog signals, proceeding at a safe speed and having the engines ready for immediate manoeuvre. In addition, the officer in charge of the navigational watch shall: .1 inform the master; .2 post a proper lookout; .3 exhibf t navigation lights; and .4 operate and use the radar. In hours of darlmess 46 The master and the officer in charge of the navigational watch, when arranging lookout duty, shall have due regard to the bridge equiprnent and navigational aids available for use, their limitations, procedures and safeguards implemented. Coastal and congested waters 47 The largest scale chart on board, suitable far the area and corrected with the latest available information, shall be used. Fixes shall be taken at frequent intervals, and shall be carried out by more than one method whenever circumstances allow. When using ECDIS, appropriate usage code (scale) electronic navigational charts shall be used and the ship's position shall be checked by an independent means of positìon fixing at appropriate intervals. 48 The officer in charge of the navigational watch shall positively identify all relevant navigation marks. 76 -V.Ili> 258 :=.:: ;-•

STCW Code, as amended: Part A, Chapter VIII - Watchkeeping Navigation with pi/ot on board 49 Despite the duties and obligations of pilots, their presence on board does not relieve the master or the officer in charge of the navigational watch from their duties and obligations for the safety of the ship. The master and the pilot shall exchange information regarding navigation procedures, locai conditions and the ship's characteristics. The master and/or the officer in charge of the navigational watch shall co-operate closely with the pilot and maintain an accurate check on the ship's position and movement. 50 lf in any doubt as to the pilot's actions or intentions, the officer in charge of the navigational watch shall seek clarification from the pilot and, if doubt stil! exists, shall notify the master immediately and take whatever action is necessary before the master arrives. Ship at anchor 51 lf the master considers it necessary, a continuous navigational watch shall be maintained at anchor. While at anchor, the officer in charge of the navigational watch shall: .1 determine and plot the ship's position on the appropriate chart as soon as practicable; .2 when circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects; .3 ensure that proper lookout is maintained; .4 ensure that inspection rounds of the ship are made periodically; .5 observe meteorological and tidal conditions and the state of the sea; .6 notify the master and undertake ali necessary measures if the ship drags anchor; .7 ensure that the state of readinèss of the main engines and other machinery is in accordance with the master's instructions; .8 if visibility deteriorates, notify the master; .9 ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations; and .10 take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations. Part 4-2 - Princip/es to be observed in keeping an engineering watch 52 The term engineering watch as used in parts 4-2, 5-2 and 5-4 of this section means either a person or a group of personnel comprising the watch or a period of responsibility far an officer during which the physical presence in machinery spaces of that officer may or may not be required. 53 The officer in charge of the engineering watch is the chief engineer officer's representative and is primarily responsible, at all times, for the safe and efficient operation and upkeep of machinery affecting the safety of the ship and is responsible far the inspection, operation and testing, as required, of all machinery and equip- ment under the responsibility of the engineering watch. Watch arrangements 54 The composition of the engineering watch shall, at all times, be adequate to ensure the safe operation of all machinery affecting the operation of the ship, in either automated or manual mode, and be appropriate to the prevailing circumstances and conditions. 55 When deciding the composition of the engineering watch, which may include appropriately qualified ratings, the following criteria, inter alia, shall be taken into account: .1 the type of ship and the type and condition of the machinery; 77 ~.,,···_ •. ;:1 :'······.· 259 }V11n 1

Standards of training, certification and watchkeeping for seafarers .2 the adequate supervision, at ali times, of machinery affecting the safe operation of the ship; .3 any special modes of operation dictated by conditions such as weather, ice, contaminated water, shallow water, emergency conditions, damage containment or pollution abatement; .4 the qualifications and experience of the engineering watch; .5 the safety of life, ship, cargo and port, and protection of the environment; .6 the observance of international, national and locai regulations; and .7 maintaining the normai operations of the ship. Taking over the watch 56 The officer in charge of the engineering watch shall not hand aver the watch to the relieving officer if there is reason to believe that the latter is obvìously not capable of carrying out the watchkeeping duties effectively, in which case the chief engineer officer shall be notified. 57 The relieving officer of the engineering watch shall ensure that the members of the relieving engineering watch are apparently fully capable of performing their duties effectively. 58 Prior to taking over the engineering watch, relieving officers shall satisfy themselves regarding at least the following: .1 the standing orders and special instructions of the chief engineer officer relating to the operation of the ship's systems and machinery; .2 the nature of ali work being performed on machinery and systems, the personnel involved and potential hazards; .3 the level and, where applicable, the condition of water or residues in bilges, ballast tanks, slop tanks, reserve tanks, fresh water tanks, sewage tanks and any special requìrements for use or disposal of the contents thereof; .4 the condition and level of fuel in the reserve tanks, settling tank, day tank and other fuel storage fa ci I i ti es; .5 any special requirements relating to sanitary system disposals; .6 condition and mode of operation of the various ma in and auxiliary systems, including the electrical power distribution system; .7 where applicable, the condition of monitoring and contro! console equipment, and which equip- ment is being operated manually; .8 where applicable, the condition and mode of operation of automatic boiler controls such as flame safeguard contrai systems, limit contro! systems, combustion contrai systems, fuel-supply contro! systems and other equipment related to the operation of steam boilers; .9 any potentially adverse conditions resulting from bad weather, ice, or contaminated or shallow water; .10 any special modes of operation dictated by equipment failure or adverse ship conditions; .11 the reports of engine-room ratings relating to their assigned duties; .12 the availability of fire-fighting appliances; and .13 the state of completion of the engine-room log. 78 260

STCW Code, as amended: Part A, Chapter VIII - Watchkeeping Performing the engineering watch 59 The officer in charge of the engineering watch shall ensure that the established watchkeeping arrange- ments are maintained and that, under direction, engine-room ratings, if forming part of the engineering watch, assist in the safe and efficient operation of the propu!sion machinery and auxiliary equipment. 60 The officer in charge of the engineering watch shall continue to be responsible far machinery-space operations, despite the presence of the chief engineer officer in the machinery spaces, until specifically informed that the chief engineer officer has assumed that responsibility and this is mutually understood. 61 All members of the engineering watch shall be familiar with their assigned watchkeeping duties. In addition, every member shall, with respect to the ship they are serving in, have knowledge of: .1 the use of appropriate internal communication systems; .2 the escape routes from machinery spaces; .3 the engine-room alarm systems and be able to distinguish between the various alarms, with special reference to the fire-extinguishing media alarm; and .4 the number, locati on and types of fire-fighting equipment and damage-control gear in the machinery spaces, together with their use and the various safety precautions to be observed. 62 Any machinery not functioning properly, expected to malfunction or requiring special service shall be noted along with any action already taken. Plans shall be made far any further action if required. 63 When the machinery spaces are in the manned condition, the officer in charge of the engineering watch shall at all times be readily capable of operating the propulsion equipment in response to needs for changes in direction or speed. 64 When the machinery spaces are in the periodic unmanned condition, the designated duty officer in charge of the engineering watch shall be immediately available and on cali to attend the machinery spaces. 65 All bridge orders shall be promptly executed. Changes in direction or speed of the main propulsion units shall be recorded, except where an Administration has determined that the size or characteristics of a particular ship make such recording impracticable. The officer in charge of the engineering watch shall ensure that the main propulsion unit controls, when in the manual mode of operation, are continuously attended under stand-by or manoeuvring conditions. 66 Due attention shall be paid to the ongoing maintenance and support of all machinery, induding mechan- ical, electrical, electronic, hydraulic and pneumatic systems, their contrai apparatus and associated safety equipment, all accommodation service systems equipment and the recording of stores and spare gear usage. 67 The chief engineer officer shall ensure that the officer in charge of the engineering watch is informed of all preventive maintenance, damage contrai, or repair operations to be performed during the engineering watch. The officer in charge of the engineering watch shall be responsible for the isolation, bypassing and adjustment of all machinery under the responsibility of the engineering watch that is to be worked on, and shall record ali work carried out. 68 When the engine-room is put in a stand-by condition, the officer in charge of the engineering watch shall ensure that all machinery and equipment which may be used during manoeuvring is in a state of immediate readiness and that an adequate reserve of power is available far steering gear and other requirements. 69 Officers in charge of an engineering watch shall not be assigned or undertake any duties which would interfere with their supervisory duties in respect of the main propulsion system and ancillary equipment. They shall keep the main propulsion plant and auxiliary systems under constant supervision unti! properly relieved, and shall periodically inspect the machinery in their charge. They shall also ensure that adequate rounds of the machinery and steering-gear spaces are made for the purpose of observing and reporting equipment malfunctions or breakdowns, performing or directing routine adjustments, required upkeep and any other necessary tasks. 79

Standards of training, certification and watchkeeping for seafarers 70 Officers in charge of an engineering watch shall direct any other member of the engineering watch to inform them of potentially hazardous conditions w hich may adversely affect the machinery or jeopardize the safety of !ife or of the ship. 71 The officer in charge of the engineering watch shall ensure that the machinery space w atch is supervised, and shall arrange for substitute personnel in the event of the incapacity of any engineering w atch personnel. The engineering watch shall not leave the machinery spaces unsupervised in a manner that would prevent the manual operation of the engine-room plant or thrott!es. 72 The officer in charge of the engineering watch shal! take the action necessary to contain the effects of damage resulting from equipment breakdown, fire, flooding, rupture, collision, stranding or other cause. 73 Before going off duty, the officer in charge of the engineering watch shall ensure that all events related to the main and auxiliary machinery which have occurred during the engineering watch are suitably recorded. 74 The officer in charge of the engineering w atch shall ca-operate w ith any engineer in charge of mainte- nance work during ali preventive maintenance, damage contro! or repairs. This shall include, but not neces- sarily be limited to: .1 isolating and bypassing machinery to be worked on; .2 adjusting the remaining plant to function adequately and safe!y during the maintenance period; .3 recording, in the engine-room log or other suitable document, the equipment worked on and the personnel involved, and w hich safety steps have been taken and by w hom, for the benefit of relieving officers and for record purposes; and .4 testing and putting into service, w hen necessary, the repaired machinery or equipment. 75 The officer in charge of the engineering watch shall ensure that any engine-room ratings w ho perform maintenance duties are available to assist in the manua[ operation of machinery in the event of automatic equipment failure. 76 The officer in charge of the engineering watch shall bear in mind that changes in speed, resulting from machinery ma!function, or any loss of steering may imperi! the safety of the ship and life at sea. The bridge shall be immediately notified in the event of fire and of any impending action in machinery spaces that may cause reduction in the ship's speed, imminent steering fai Iure, stoppage of the ship's propu!sion system or any a!teration in the generation of electric power or similar threat to safety. This notification, w here possible, shall be accomplished before changes are made, in arder to afford the bridge the maximum available time to take whatever action is possible to avoid a potential marine casualty. 77 The officer in charge of the engineering watch shall notify the chief engineer officer w ithout delay: .1 when engine damage or a ma!function occurs which may be such as to endanger the safe opera- tion of the ship; .2 when any malfunction occurs w hich, it is believed, may cause damage or breakdown of propulsion machinery, auxiliary machinery or monitoring and governing systems; and .3 in any emergency or if in any doubt as to w hat decision or measures to take. 78 Despite the requirernent to notify the chief engineer officer in the foregoing circumstances, the officer in charge of the engineering watch shal! not hesitate to take immediate action for the safety of the ship, its machinery and crew where circumstances require. 79 The officer in charge of the engineering watch shall give the watchkeeping personnel all appropriate instructions and information w hich w ill ensure the keeping of a safe engineering watch. Routine machinery upkeep, performed as incidental tasks as a part of keeping a safe watch, shal! be set up as an integrai part of the watch routine. Detailed repair maintenance involving repairs to electrical, mechanical, hydraulic, pneumatic or applicable electronic equipment throughout the ship shall be performed w ith the cognizance of the officer in charge of the engineering watch and chief engineer officer. These repairs shall be recorded. 80 262

STCW Code, as amended: Part A, Chapter VIII - Watchkeeping Engineering watchkeeping under different conditions and in different areas Restricted visibility 80 The officer in charge of the engineering watch shall ensure that permanent air or steam pressure is available for sound signals and that at all times bridge orders relating to changes in speed or direction of operation are immediately implemented and, in addition, that auxiliary machinery used for manoeuvring is readily available. Coastal and congested waters 81 The officer in charge of the engineering watch shall ensure that all machinery involved with the manoeu- vring of the ship can immediately be placed in the manual mode of operation when notified that the ship is in congested waters. The officer in charge of the engineering watch shall also ensure that an adequate reserve of power is available for steering and other manoeuvring requirements. Emergency steering and other auxiliary equipment shall be ready far immediate operation. Ship at anchor 82 At an unsheltered anchorage the chief engineer officer shall consult with the master whether or not to maintain the same engineering watch as when under way. 83 When a ship is at anchor in an open roadstead or any other virtually \"at-sea\" condition, the engineer officer in charge of the engineering watch shall ensure that: .1 an efficient engineering watch is kept; .2 periodic inspection is made of ali operating and stand-by machinery; .3 main and .auxiliary machinery is maintained in a state of readiness in accordance with orders from the bridge; .4 measures are taken to protect the environment from pollution by the ship, and that applicable pollution-prevention regulations are complied with; and .5 ali damage-control and fire-fighting systems are in readiness. Part 4-3 - Principles to be observed in keeping a radio watch Generai provisions 84 Administrations shall direct the attention of companies, masters and radio watchkeeping personnel to comply with the following provisions to ensure that an adequate safety radio watch is maintained while a ship is at sea. In complying with this Code, account shall be taken of the Radio Regulations. Watch arrangements 85 In deciding the arrangements far the radio watch, the master of every seagoing ship shall: .1 ensure that the radio watch is maintained in accordance with the relevant provisions of the Radio Regulations and the SOLAS Convention; .2 ensure that the primary duties for radio watchkeeping are not adversely affected by attending to radio traffic not relevant to the safe movement of the ship and safety of navigation; and .3 take into account the radio equipment fitted on board and its operational status. 81 263

Standards of training, certification and watchkeeping for seafarers Performing the radio watch 86 The radio operator performing radio watchkeeping duties shall: .1 ensure that watch is maintained on the frequencies specified in the Radio Regulations and the SOLAS Convention; and .2 while on duty, regularly check the operation of the radio equipment and its sources of energy and report to the master any observed failure of this equipment. 87 The requirements of the Radio Regulations and the SOLAS Convention on keeping a radiotelegraph or radio log, as appropriate, shall be complied with. 88 The maintenance of radio records, in compliance with the requirements of the Radio Regulations and the SOLAS Convention, is the responsibility of the radio operator designated as having primary responsibility far radiocommunications during distress incidents. The fallowing shall be recorded, together with the times at which they occur: .1 a summary of distress, urgency and safety radiocommunications; .2 important incidents relating to the radio service; .3 where appropriate, the position of the ship at least once per day; and .4 a summary of the condition of the radio equipment, including its sources of energy. 89 The radio records shall be kept at the distress communications operating position, and shall be made available: .1 for inspection by the master; and .2 for inspection by any authorized officiai of the Administration and by any duly authorized officer exercising contrai under article X of the Convention. Part 5 - Watchkeeping in port Principles applying to ali watchkeeping Generai 90 On any ship safely moored or safely at anchor under normai circumstances in port, the master shall arrange far an appropriate and effective watch to be maintained for the purpose of safety. Special require- ments may be necessary for special types of ships' propulsion systems or ancillary equipment and far ships carrying hazardous, dangerous, toxic or highly flammable materials or other special types of cargo. Watch arrangements 91 Arrangements for keeping a deck watch when the ship is in port shal! at all times be adequate to: .1 ensure the safety of life, of the ship, the port and the environment, and the safe operation of all machinery related to cargo operation; .2 observe international, national and locai rules; and .3 maintain arder and the normai routine of the ship. 92 The master shall decide the composition and duration of the deck watch depending on the conditions of mooring, type of the ship and character of duties. 93 lf the master considers it necessary, a qualified officer shall be in charge of the deck watch. 82 264

STCW Code, as amended: Part A, Chapter VIII - Watchkeeping 94 The necessary equipment shall be so arranged as to provide for efficient watchkeeping. 95 The chief engineer officer, in consultation with the master, shall ensure that engineering watchkeeping arrangements are adequate to maintain a safe engineering watch while in port. When deciding the composi- tion of the engineering watch, which rnay include appropriate engine-room ratings, the following points are among those to be taken into account: .1 on ali ships of 3,000 kW propulsion power and aver there shall always be an officer in charge of the engineering watch; .2 on ships of less than 3,000 kW propulsion power there may be, at the master's discretion and in consultation with the chief engineer officer, no officer in charge of the engineering watch; and .3 officers, while in charge of an engineering watch, shall not be assigned or undertake any task or duty which would interfere with their supervisory duty in respect of the ship's machinery system. Taking over the watch 96 Officers in charge of the deck or engineering watch shall not hand over the watch to their relieving officer if they have any reason to be lieve that the latter is obviously not capable of carrying out watchkeeping duties effectively, in which case the master or chief engineer shall be notified accordingly. Relieving officers of the deck or engineering watch shall ensure that ali members of their watch are apparently fully capable of performing their duties effectively. 97 lf, at the moment of handing over the deck or engineering watch, an important operation is being performed, it shall be concluded by the officer being relieved, except when ordered otherwise by the master or chief engineer officer. Part 5-1 - Taking over the deck watch 98 Prior to taking aver the deck watch, the relieving officer shall be informed by the officer in charge of the deck watch as to the following: .1 the depth of the water at the berth, the ship's draught, the leve! and time of high and low waters; the securing of the moorings, the arrangement of anchors and the scope of the anchor chain, and other mooring features important to the safety of the ship; the state of main engines and their availability . i· for ernergency use; .2 all work to be performed on board the ship; the nature, amount and disposition of cargo loaded or remaining, and any residue on board after unloading the ship; .3 the level of water in bilges and ballast tanks; .4 the signals or lights being exhibited or sounded; .5 the number of crew members required to be on board and the presence of any other persons on board; .6 the state of fire-fighting appliances; .7 any special port regulations; .8 the rnaster's standing and special orders; .9 the lines of comrnunication available between the ship and shore personnel, including port authorì- ties, in the event of an ernergency arising or assistance being required; .1 O any other circumstances of irnportance to the safety of the ship, its crew, cargo or protection of the '· environment from pollution; and .11 the procedures far notifying the appropriate authority of any environmental pollution resulting from ship activities. 83 265

Standards of training, certification and watchkeeping for seafarers 99 Relieving officers, before assuming charge of the deck watch, shall verify that: .1 the securing of moorings and anchor chain is adequate; .2 the appropriate signals or lights are properly exhibited or sounded; .3 safety measures and fire-protection regulations arè being maintained; .4 they are aware of the nature of any hazardous or dangerous cargo being loaded or discharged and the appropriate action to be taken in the event of any spillage or fire; and .5 no external conditions or circumstances imperi! the ship and that it does not imperi I others. Part 5-2 - Taking over the engineering watch 100 Prior to taking over the engineering watch, the relieving officer shall be informed by the officer in charge of the engineering watch as to: .1 the standing orders of the day, any special orders relating to the ship operations, maintenance functions, repairs to the ship's machinery or contrai equipment; .2 the nature of all work being performed on machinery and systems on board ship, personnel involved and potential hazards; .3 the level and condition, where applicable, of water or residue in bilges, ballast tanks, slop tanks, sewage tanks, reserve tanks and special requirements for the use or di sposai of the contents thereof; .4 any special requirements relating to sanitary system disposals; .5 the condition and state of readiness of portable fire-extinguishing equipment and fixed fire- extinguishing installations and fire-detection systems; .6 authorized repair personnel on board engaged in engineering activities, their work locations and repair functions and other authorized persons on board and the required crew; .7 any port regulations pertaining to ship effluents, fire-fighting requirements and ship readiness, particularly during potential bad weather conditions; .8 the lines of communication available between the ship and shore personnel, including port authori- ties, in the event of an emergency arising or assistance being required; .9 any other circumstance of importance to the safety of the ship, its crew, cargo or the protection of the environment from pollution; and .10 the procedures for notifying the appropriate authority of environmental pollution resulting from engineering activities. 101 Relieving officers, before assuming charge of the engineering watch, shall satisfy themselves that they are fully informed by the officer being relieved, as outlined above; and: .1 be familiar with existing and potential sources of power, heat and lighting and their distribution; .2 know the availability and condition of ship's fuel, lubricants and al! water supplies; and .3 be ready to prepare the ship and its machinery, as far as is possible, for stand-by or emergency conditions as required. Part 5-3 - Performing the deck watch 102 The officer in charge of the deck watch shall: .1 make rounds to inspect the ship at appropriate intervals; 84 266

STCW Code, as amended: Part A, Chapter VIII - Watchkeeping .2 pay particular attention to: .2.1 the condition and securing of the gangway, anchor chain and moorings, especially at the turn of the tide and in berths with a large rise and fall, if necessary, taking measures to ensure that they are in normai working condition; .2.2 the draught, under-keel clearance and the generai state of the ship, to avoid dangerous listing or trim during cargo handling or ballasting; .2.3 the weather and sea state; .2.4 the observance of all regulations concerning safety and fire protection; .2.5 the water level in bilges and tanks; .2.6 all persons on board and their location, especially those in remote or endosed spaces; and .2.7 the exhibition and sounding, where appropriate, of lights and signals; .3 in bad weather, or on receiving a storm warning, take the necessary measures to protect the ship, persons on board and cargo; .4 take every precaution to prevent pollution of the environment by the ship; .5 in an emergency threatening the safety of the ship, raise the alarm, inform the master, take all possible measures to prevent any damage to the ship, its cargo and persons on board and, if ···; ~ \" . necessary, request assistance from the shore authorities or neighbouring ships; ._._, I .:.' .6 be aware of the ship's stability condition so that, in the event of fire, the shore fire-fighting authority 1 ;'· may be advìsed of the approximate quantity of water that can be pumped on board without endan- gering the ship; 1,; .7 offer assistance to ships or persons in distress; I . ,'. .. I '·.~ '. .8 take necessary precautions to prevent accidents or damage when propellers are to be turned; and .9 enter, in the appropriate log-book, ali important events affecting the ship. Part 5-4 - Performing the engineering watch ,; 103 Officers in charge of the engineering watch shall pay particular attention to: .1 the observance of all orders, special operating procedures and regulations concerning hazardous conditions and their prevention in ali areas in their charge; .2 the instrumentation and contrai systems, monitoring of ali power supplies, components and systems in operation; .3 the techniques, methods and procedures necessary to prevent violation of the pollution regulations of the loca] authorities; and .4 the state of the bilges. 104 Officers in charge of the engineering watch shall: .1 in emergencies, raise the alarm when, in their opinion, the situation so demands, and take ali possible measures to prevent damage to the ship, persons on board and cargo; .2 be aware of the deck officer's needs relating to the equipment required in the loading or unloading of the cargo and the additional requirements of the ballast and other ship stability contrai systems; .3 make frequent rounds of inspection to determine possible equipment malfunction or failure, and take immediate remedial action to ensure the safety of the ship, of cargo operations, of the port and ...... the environment; 85 267

Standards of training, certification and watchkeeping far seafarers .4 ensure that the necessary precautions are taken, within their area of responsibility, to prevent accidents or damage to the various electrical, electronic, hydraulic, pneumatic and mechanical systems of the ship; and .5 ensure that all important events affecting the operation, adjustment or repair of the ship's machinery are satisfactorily recorded. Part 5-5- Watch in port 011 ships carrying hazardous cargo Generai 105 The master of every ship carrying cargo that is hazardous, whether explosive, flammable, toxic, health- threatening or environment-polluting, shall ensure that safe watchkeeping arrangements are maintained. On ships carrying hazardous cargo in bulk, this will be achieved by the ready availability on board of a duly qualified officer or officers, and ratings where appropriate, even when the ship is safely moored or safely at anchor in port. 106 On ships carrying hazardous cargo other than in bulk, the master shall take full account of the nature, quantity, packing and stowage of the hazardous cargo and of any special conditions on board, afloat and ashore. Part 5-6 - Cargo watch 107 Officers with responsibility for the planning and conduct of cargo operations shall ensure that such operations are conducted safely through the contrai of the specific risks, including when non-ship's personnel are involved. 86

STCW Code, as amended: Part 8 1 Chapter VIII - Watchkeeping Chapter VIII Guidance regarding watchkeeping Section B-Vlll/1 Cuidance regarding fitness far duty Prevention of fatigue 1 In observing the rest period requirements, \"overriding operational conditions\" should be construed to mean only essential shipboard work which cannot be delayed for safety, security or environmental reasons or which could not reasonably have been anticipated at the commencement of the voyage. 2 Although there is no universally accepted technical definition of fatigue, everyone involved in ship operations should be alert to the factors which can contribute to fatigue, including, but not limited to, those identified by the Organization,~ and take them into account when making decisions on ship operations. 3 In applying regulation Vlll/1, the following should be taken into account: .1 provisions made to prevent fatigue should ensure that excessive or unreasonable overall working hours are not undertaken. In particular, the minimum rest periods specified in section A-Vlll/1 should not be interpreted as implying that ali other hours may be devoted to watchkeeping or other duties; .2 the frequency and length of leave periods, and the granting of compensatory leave, are materiai factors in preventing fatigue from building up over a period of time; and .3 the provisions may be varied for ships on short sea voyages, provided special safety arrangements are put in piace. 4 Exceptions provided for in section A-Vlll/1, paragraph 9, should be construed to mean the exceptions laid down by the ILO Convention on Seafarers' Hours of Work and the Manning of Ships, 1996 (No.180) or the Maritime Labour Convention, 2006, when it enters into force. The circumstances under which such exceptions are applied should be defined by the Parties. 5 Based on information received as a result of investigating maritime casualties, Administrations should keep their provisions on prevention of fatigue under review. Prevention of drug and alcohol abuse 6 Drug and alcohol abuse directly affect the fitness and ability of a seafarer to perform watchkeeping duties or duties that involve designateci safety, prevention of pollution and security duties. Seafarers found to be under the influence of drugs or alcohol should not be permitted to perform watchkeeping duties or duties that involve designateci safety, prevention of pollution or security duties, unti! they are no longer impaired in their ability to perform those duties. 7 Administrations should ensure that adequate measures are taken to prevent alcohol and drugs from impairing the ability of watchkeeping personnel and those whose duties involve designateci safety, prevention of poltution and security duties, and shou!d establish screening programmes as necessary which: .1 identify drug and alcohol abuse; • Sec the anncx to IMO Assembly resolution A.772(18) on Fatigue factors in manning and safety, paragraphs 2 to 4.4.1, and MSC/Circ.1014 on Guidance on fatigue mitigation and management. 87 351

Standards of training, certification and watchl<eeping for seafarers .2 respect the dignity, privacy, confidentiality and fundamental legal rights of the individuals concerned; and .3 take into account relevant international guidelines. 8 Companies should consider the implementation of a clearly written policy of drug and alcohol abuse prevention, including prohibition to consume alcohol within four hours prior to serving as a member of a watch either by inclusion in the company's quality-management system or by means of providing adequate information and education to the seafarers. 9 Those involved in establishing drug and alcohol abuse prevention programmes should take into account the guidance contained in the ILO publication Drug and Alcohol Prevention Programmes in the Maritime lndustry (A Manual for Planners), * as may be amended. Section B-Vlll/2 Guidance regarding watchkeeping arrangements and principles to be observed The following operational guidance should be taken into account by companies, masters and watch- keeping officers. Part 1 - Guidance on certification (No provisions) Part 2 - Guidance on voyage planning (No provisions) Part 3 - Watchkeeping principles in generai (No provisions) Part 4 - Guidance on watchkeeping at sea Part 4-1 - Guidance on keeping a navigationa/ watch lntroduction 2 Particular guidance may be necessary for special types of ships as well as for ships carrying hazardous, dangerous, toxic or highly flammable cargoes. The master should provide this operational guidance as appropriate. 3 lt is essential that officers in charge of the navigational watch appreciate that the efficient performance of their duties is necessary in the interests of the safety of life, security and property at sea and of preventing pollution of the marine envìronment. Anchor watch 4 The master of every ship at an unsheltered anchorage, at an open roadstead or any other vìrtually \"at sea\" conditions in accordance with chapter Vili, section A-Vlll/2, part 4-1, paragraph 51, of the STCW Code, • Annex lii of this manual includes Guiding principles on drug and alcohol testing proccdures for worldwide application in the maritime industry. These guiding principles were adopted by the Joint ILO/WHO Committee on the Health of Seafarers (May 1993). 88 352

STCW Code, as amended: Part 8, Chapter VIII - Watchkeeping should ensure that watchkeeping arrangements are adequate for maintaining a safe watch at ali times. A deck officer should at all times maintain responsibility far a safe anchor watch. 5 In determining the watchkeeping arrangements, and commensurate with maintaining the ship's safety and security and the protection of the marine environment, the master should take into account all pertinent circumstances and conditions such as: .1 maintaining a continuous state of vigilance by sight and hearing as well as by all other available means; .2 ship-to-ship and ship-to-shore communication requirements; .3 the prevailing weather, sea, ice and current conditions; .4 the need to continuously monitor the ship's position; .5 the nature, size and characteristics of anchorage; .6 traffic conditions; .7 situations which might affect the security of the ship; .8 loading and discharging operations; .9 the designation of stand-by crew members; and .10 the procedure to alert the master and maintain engine readiness. Part 4-2 - Guidance on keeping an engineering watch 6 Particular guidance may be necessary for special types of propulsion systems or ancillary equipment and for ships carrying hazardous, dangerous, toxic or highly flammable materials or other special types of cargo. The chief engineer officer should provide this operational guidance as appropriate. 7 lt is essential that officers in charge of the engineering watch appreciate that the efficient performance of engineering watchkeeping duties is necessary in the interest of the safety of life and property at sea and of preventing pollution of the marine environment. 8 The relieving officer, before assuming charge of the engineering watch, should: .1 be familiar with the location and use of the equipment provided far the safety of I ife in a hazardous or toxic e·nvironment; .2 ascertain that materials for the administration of emergency medicai first aid are readily available, particularly those required far the treatment of burns and scalds; and .3 when in port, safely anchored or moored, be aware of: .3.1 cargo activities, the status of maintenance and repair functions and all other operations affecting the watch, and .3.2 the auxiliary machinery in use far passenger or crew accommodation services, cargo opera- tions, operational water supplies and exhaust systems. Part 4-3 - Guidance on keeping a radio watch Generai 9 Among other things, the Radio Regulations require that each ship radio station is licensed, is under the ultimate authority of the master or other person responsible for the ship and is only operated under the contrai of adequately qualified personnel. The Radio Regulations also require that a distress alert shall only be sent on the authority of the master or other person responsible for the ship. 353 lii! 89 :::::~::;~::::-.:::-::::.:::-'.:

Standards of training, certification and watchkeeping for seafarers 10 The master should bear in mind that all personnel assìgned responsibìlity for sending a distress alert must be instructed with regard to, be knowledgeable of, and be able to operate properly all radio equipment on the ship, as required by regulation 1/14, paragraph 1.5. This should be recorded in the deck or radio log-book. Watchkeeping 11 In addition to the requirements concerning radio watchkeeping, the master of every seagoing ship should ensure that: .1 the ship's radio station is adequately manned for the purpose of exchanging generai communica- tions - in particular public correspondence, taking into account the constraints imposed by the duties of those authorized to operate it; and .2 the radio equipment provided on board and, where fitted, the reserve sources of energy are maintained in an efficient working condition. 12 Necessary instruction and information on use of radio equipment and procedures for distress and safety purposes should be given periodically to all relevant crew members by the person designateci in the muster list to have primary responsibility for radiocommunications during distress incidents. This should be recorded in the radio log. 13 The master of every ship not subject to SOLAS, 1974, should require that radio watchkeeping is adequately maintained as determined by the Administration, taking into account the Radio Regulations. Operational 14 Prior to sailing, the radio operator designated as having prirnary responsibility for radiocornmunications during distress incidents should ensure that: .1 all distress and safety radio equipment and the reserve source of energy are in an efficient working condition, and that this i.s recorded in the radio log; .2 all documents required by international agreement, notices to ship radio stations and additional documents required by the Administration are available and are corrected in accordance with the latest supplements, and that any discrepancy is reported to the master; .3 the radio dock is correctly set against standard time signals; .4 antennae are correctly positioned, undamaged and properly connected; and .5 to the extent practicable, routine weather and navigational warning messages for the area in which the ship will be navigating are updated together with those for other areas requested by the master, and that such messages are passed to the master. 15 On sailing and opening the station, the radio operator on watch should: .1 listen on the appropriate distress frequencies far any possible existing distress situation; and .2 send a traffic report (name, position and destination, etc.) to the local coast station and any other appropriate coast station from which generai comrnunications may be expected. 16 While the station is open, the radio operator on watch should: .1 check the radio dock against standard time signals at least once a day; .2 send a traffic report when entering and on leaving the service area of a coast station frorn which generai communications might be expected; and .3 transmit reports to ship reporting systems in accordance with the instructions of the master. 17 While at sea, the radio operator designated as having primary responsibility far radiocommunications during distress ìncidents should ensure the proper functioning of: 90 vrn : 354

STCW Code, as amended: Part 8 1 Chapter VIII - Watchkeeping .1 the digitai selectìve calling (DSC) distress and safety radio equipment by means of a test call at least once each week; and .2 the distress and safety radio equipment by means of a test at least once each day but without radiating any signal. The results of these tests should be recorded in the radio log. 18 The radìo operator designated to handle generai communications should ensure that an effective watch is maintained on those frequencies on which communications are likely to be exchanged 1 having regard to the position of the ship in relation to those coast stations and to coast earth stations from which traffic may be expected. When exchanging traffìc, radio operators should follow the relevant ITU recommendations. 19 When closing the station on arrivai at a port, the radio operator on watch should advise the locai coast station and other coast stations with which contact has been maintained of the ship's arrivai and of the closing of the station. 20 When dosing the radio station, the radio operator designateci as having primary responsibility for radio- communications during distress incidents should: .1 ensure that transmitting antennae are earthed; and .2 check that the reserve sources of energy are sufficiently charged. Distress alerts and procedures 21 The distress alert or distress cali has absolute priority over ali other transmissions. Ali stations which receive such signals are required by the Radio Regulations to immediately cease all transmissions capable of interfering with distress communications. 22 In the case of a distress affecting own ship, the radio operator designated as having primary responsibility far radiocommunications during distress incidents should immediately assume responsibility for following the procedures of the Radio Regulations and relevant ITU-R Recommendations. 23 On receiving a distress alert: .1 the radio operator on watch should alert the master and, if appropriate, the radio operator desig- nated as having primary responsibility far radiocommunications during distress incidents; and .2 the radio operator designated as having primary responsibility far radiocommunications during distress incidents should eva[uate the situation and immediately assume responsibility for following the procedures of the Radio Regulations and relevant ITU-R Recommendations. Urgency messages 24 In cases of urgency affecting own ship, the radio operator designated as having responsibility for radiocommunications during distress incidents should immediately assume responsibility for following the procedures of the Radio Regulations and relevant ITU-R Recommendations. 25 In cases of communications relating to medicai advice, the radio operator designateci as having primary responsibility for radiocommunications during distress incidents should follow the procedures of the Radio Regulations and adhere to the conditions as published in the relevant international documentation (see paragraph 14.2) or as specified by the satellite service provider. 26 In cases of communications relating to medicai transports, as defined in the Protocol additional to the Geneva Conventions of 12 August 1949 1 and relating to the protection of victims of international armed conflicts (Protocol 1) the radio operator designated as having primary responsibility for radiocommunication 1 during distress incidents should follow the procedures of the Radio Regulations. 91

Standards of training, certification and watchkeeping far seafarers 27 On receiving an urgency message, the radio operator on watch should alert the master and, if appro- priate, the radio operator designateci as having primary responsibility for radiocommunications during distress incidents. Safety messages 28 When a safety message is to be transmitted, the master and the radio operator on watch should follow the procedures of the Radio Regulations. 29 On receiving a safety message, the radio operator on watch should note its content and act in accord- ance with the master's instructions. 30 Bridge-to-bridge communications should be exchanged on VHF channel 13. Bridge-to-bridge communi- cations are described as \"lntership Navigation Safety Communications\" in the Radio Regulations. Radio records 31 Additional entries in the radio log should be made in accordance with paragraphs 10, 12, 14, '17 and 33. 32 Unauthorized transmissions and incidents of harmful interference should, if possible, be identified, recorded in the radio log and brought to the attention of the Administration in compliance with the Radio Regulations, together with an appropriate extract from the radio log. Battery maintenance 33 Batteries providing a source of energy for any part of the radio installation, including those associateci with uninterrupted power supplies, are the responsibility of the radio operator designateci as having primary responsibility for radiocommunications during distress incidents and should be: .1 tested on-load and off-load daily and, where necessary, brought up to the fully charged condition; .2 tested once per w eek by means of a hydrometer where practicable, or, where a hydrometer cannot be used, by a suitable load test; and .3 checked once per month far the security of each battery and its connections and the condition of the batteries and their compartment or cornpartments. The results of these tests should be recorded in the radio log. Part 5 - Guidance on watchkeeping in port (No provisions) 92 VHI 356

APPENDIX B • MCA – MGN 379 (M+F) – Navigation: Use of Electronic Navigation Aids (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 93

MARINE GUIDANCE NOTE MGN 379 (M+F) Navigation: Use of Electronic Navigation Aids Notice to all Owners, Masters, Skippers, Officers and Crews of Merchant Ships and Fishing Vessels This notice replaces MGN 63 PLEASE NOTE:- Where this document provides guidance on the law it should not be regarded as definitive. The way the law applies to any particular case can vary according to circumstances - for example, from vessel to vessel and you should consider seeking independent legal advice if you are unsure of your own legal position. Summary This note emphasises the need for correct use of navigational equipment by watch-keepers. Key Points:- • Be aware that each item of equipment is an aid to navigation. • Be aware of the factors which affect the accuracy of position fixing systems. • Appreciate the need to cross check position fixing information using other methods. • Recognise the importance of the correct use of navigational aids and knowledge of their limitations. • Be aware of the dangers of over-reliance on the output from, and accuracy of, a single navigational aid. 1. INTRODUCTION Accidents have occurred where the primary cause has been over-reliance on a single electronic navigational aid. Watch-keepers must always ensure that positional information is regularly cross-checked using other equipment, as well as visual aids to navigation. In other cases accidents have occurred where the watch-keeper was not fully conversant with the operation of equipment or its limitations. 2. PROVISION OF NAVIGATIONAL EQUIPMENT ON SHIPS The Merchant Shipping (Safety of Navigation) Regulations 2002 (SI 2002 No 1473) implement the carriage requirements for navigational equipment set out in Regulation 19 of Safety of Life at Sea (SOLAS) Chapter V. These requirements, together with guidance notes, are contained - 1 - 94

in the 2007 Edition of the Maritime and Coastguard Agency (MCA) publication “Safety of Navigation – Implementing SOLAS Chapter V 2002” Ships built before 1 July 2002 may continue to comply with the requirements of SOLAS Chapter V/74 in force prior to 2002 Regulations, with regard to Signalling Lamps (Reg. 11/74), Navigation Equipment (Reg. 12/74) and Nautical Publications (Reg. 20/74). However they must carry a Global Navigation Satellite System (GNSS) receiver or a terrestrial radio- navigation receiver, Automatic Identification System (AIS) and Voyage Data Recorder (VDR) or Simplified Voyage Data Recorder (S-VDR) in accordance with the timetables set out in Regulations 19 and 20 of SOLAS V 2002. Guidance is also given in Annex 20 of the MCA Safety of Navigation publication on siting and servicing of the installations. 3. RADAR AND PLOTTING AIDS 3.1 General Collisions have been frequently caused by failure to make proper use of radar and radar plotting aids in both restricted visibility and clear weather. Common errors have been deciding to alter course on the basis of insufficient information and maintaining too high a speed, particularly when a close-quarters situation is developing. Information provided by radar and radar plotting aids in clear weather conditions can assist the watch-keeper in maintaining a proper lookout in areas of high traffic density. It is most important to remember that navigation in restricted visibility can be more demanding and great care is needed even with all the information available from the radar and radar plotting aids. Where continuous radar watch- keeping and plotting cannot be maintained even greater caution must be exercised. A “safe speed” should at all times reflect the prevailing circumstances. 3.2 Electronic radar plotting aids Radars must be equipped with plotting aids, the type of which depends upon the size of ship as follows; a) Electronic Plotting Aid (EPA) EPA equipment enables electronic plotting of at least 10 targets, but without automatic tracking (Ships between 300 and 500 Gross Tonnage (GT)). b) Automatic Tracking Aid (ATA) ATA equipment enables manual acquisition and automatic tracking and display of at least 10 targets (Ships over 500 GT). On ships of 3000 GT and over the second radar must also be equipped with an ATA, the two ATAs must be functionally independent of each other. c) Automatic Radar Plotting Aid (ARPA) ARPA equipment provides for manual or automatic acquisition of targets and the automatic tracking and display of all relevant target information for at least 20 targets for anti-collision decision making. It also enables trial manoeuvre to be executed (Ships of 10000 GT and over). The second radar must incorporate ATA if not ARPA. Manual plotting equipment is no longer acceptable except for existing vessels still complying with SOLAS V/74. Watch-keepers must be fully conversant with the operation and limitations of these plotting facilities and should practice using them in clear-weather conditions to improve their skills. In addition to the advice given above and the instructions contained in the Operating Manual(s), users of radar plotting aids should ensure that: (i) performance of the radar is monitored and optimised (ii) test programmes provided are used to check the validity of the plotting data, and - 2 - 95

(iii) speed and heading inputs to the ARPA/ATA are satisfactory. Correct speed input, where provided by manual setting of the appropriate ARPA/ATA controls or by an external input, is vital for correct processing of ARPA/ATA data. Serious errors in output data can arise if heading and/or speed inputs to the ARPA/ATA are incorrect. For full details of the carriage requirements and associated guidance see Regulation 19 and Annex 16 of the MCA Safety of Navigation publication. 3.3 Plotting To estimate risk of collision with another vessel the closest point of approach (CPA) must be established. Choice of appropriate avoiding action is facilitated by the knowledge of the other vessel’s track using the manual or automatic plotting methods (see 3.2 above). The accuracy of the plot, however obtained, depends upon accurate measurement of own ship’s track during the plotting interval. It is important to note that an inaccurate compass heading or speed input will reduce the accuracy of true vectors when using ARPA or ATA. This is particularly important with targets on near-reciprocal courses where a slight error in own-ship’s data may lead to a dangerous interpretation of the target vessel’s true track. The apparent precision of digital read-outs should be treated with caution. If two radars are fitted (mandatory for ships of 3000 GT and over) it is good practice, especially in restricted visibility or in congested waters, for one to be designated for anti-collision work, while the other is used to assist navigation. If only one of the radars is fitted with ARPA then this should be the one used for anti-collision work and the other for navigation. 3.4 Interpretation It is essential for the operator to be aware of the radar’s current performance which is best ascertained by the Performance Monitor. The echo return from a distant known target should also be checked. Be aware of the possibility that small vessels, ice floes or other floating objects such as containers may not be detected. Echoes may be obscured by sea- or rain-clutter. Correct setting of clutter controls will help but may not completely remove this possibility. When plotting larger targets on a medium range scale, the display should be periodically switched to a shorter range, and the clutter controls adjusted, to search for less distinct targets. The observer must be aware of the arcs of blind and shadow sectors on the display caused by masts and other on-board obstructions. These sectors must be plotted on a diagram placed near the radar display. This diagram must be updated following any changes which affect the sectors. 3.5 Choice of range scale Although the choice of range scales for observation and plotting is dependent upon several factors such as traffic density, speed of own ship and the frequency of observation, it is not generally advisable to commence plotting on a short range scale. Advance warning of the approach of other vessels, changes in traffic density, or proximity of the coastline, should be obtained by occasional use of longer range scales. This applies particularly when approaching areas where high traffic density is likely, when information obtained from the use of longer range scales may be an important factor in determining a safe speed. 3.6 Appreciation A single observation of the range and bearing of an echo will give no indication of the track of a vessel in relation to own ship. To estimate this, a succession of observations must be made over a known time interval. The longer the period of observation, the more accurate the result will be. This also applies to ARPA/ATA which requires adequate time to produce accurate information suitable for assessing CPA / TCPA and determining appropriate manoeuvres. Estimation of the target’s true track is only valid up to the time of the last observation and the situation must be kept constantly under review. The other vessel, which may not be keeping a radar watch or plotting, may subsequently alter its course and/or speed. This will take time to - 3 - 96

become apparent to the observer. Electronic plotting will not detect any alteration of a target’s course or speed immediately and therefore should also be monitored constantly. The compass bearing, either visual or radar should be used to assess risk of collision. The relative bearing of a target should not be used when own ship’s course and/or speed alters, as risk of collision may still exist even where the relative bearing is changing. Mariners should also be aware that at close range, risk of collision may exist even with a changing compass bearing. Radar displays may be equipped to display AIS target data. Such information may be used to assist the observer in assessing the situation and taking correct action to avoid a close- quarters situation. Watch-keepers should be aware that not all vessels transmit AIS data. In addition it is possible that not all the AIS data displayed will be accurate, particularly data which is inputted manually on the target vessel. 3.7 Clear weather practice Radar should be used to complement visual observations in clear weather to assist assessment of whether risk of collision exists or is likely to develop. Radar provides accurate determination of range enabling appropriate action to be taken in sufficient time to avoid collision, taking into account the manoeuvring capabilities of own ship. It is important that watch-keepers should regularly practice using radar and the electronic plotting system in clear weather. This allows radar observations and the resulting electronic vectors to be checked visually. It will show up any misinterpretation of the radar display or misleading appraisal of the situation, which could be dangerous in restricted visibility. By keeping themselves familiar with the process of systematic radar observations, and comparing the relationship between radar and electronically plotted information and the actual situation, watchkeepers will be able to deal rapidly and competently with the problems which may confront them in restricted visibility. 3.8 Operation Radar if fitted should be operating at all times. When weather conditions indicate that visibility may deteriorate, and at night when small craft or unlit obstructions such as ice are likely to be encountered, both radars if fitted should be operating, with one dedicated to anti-collision work. This is particularly important when there is a likelihood of occasional fog banks, so that vessels can be detected before entering the fog. Radars are designed for continuous operation and frequently switching them on and off could damage components. 3.9 Parallel Index technique Investigations into cases where vessels have run aground have often shown that, when radar was being used as an aid to navigation, inadequate monitoring of the ship’s position was a contributory factor. Parallel Index techniques provide the means of continuously monitoring a vessel’s position in relation to a pre-determined passage plan, and would in some cases have helped to avoid these groundings. Parallel indexing should be practised in clear weather during straightforward passages, so that watch-keepers remain thoroughly familiar with the technique and confident in its use in more demanding situations (in confined waters, restricted visibility or at night). The principles of parallel index plotting can be applied, using electronic index lines. A number of index lines may be pre-set and called up when required on all modes of display: electronic index lines remain at the set cross index range (CIR) enabling the operator to change range without corrupting the range of the index line. Care should be exercised when activating pre- set parallel index lines that the correct line(s) for the passage are being displayed. a) Parallel indexing on a relative motion display On a relative motion compass-stabilised radar display, the echo of a fixed object will move across the display in a direction and at a speed which is the exact reciprocal of own ship’s ground track: parallel indexing uses this principle of relative motion. Reference is first made to the chart and the planned ground track. The index line is drawn parallel to the planned ground - 4 - 97

track at a perpendicular distance (cross index range or offset) equal to the planned passing distance off an appropriate fixed target. Observation of the fixed object’s echo movement along the index line will indicate whether the ship is maintaining the planned track: any displacement of the echo from the index line will immediately indicate that own ship is not maintaining the desired ground track, enabling corrective action to be taken. b) Parallel indexing on a true motion display The use of a true motion radar presentation for parallel indexing requires an ability to ground- stabilise the display reliably. Parallel index lines are fixed relative to the trace origin (i.e. to own ship), and consequently move across the display at the same rate and in the same direction as own ship. Being drawn parallel to the planned charted track and offset at the required passing distance off the selected fixed mark, the echo of the mark will move along the index line as long as the ship remains on track. Any displacement of the fixed mark’s echo from the index line will indicate that the ship is off track, enabling corrective action to be taken. c) Integration with ECDIS Where the radar display is integrated with an Electronic Chart Display and Information System (ECDIS) the practice of parallel indexing continues to enable the navigator to monitor the ship’s position relative to the planned track and additionally provides a means of continuously monitoring the positional integrity of the ECDIS system. d) Precautions Some older radars may still have reflection plotters. It is important to remember that parallel index lines drawn on reflection plotters apply to one range scale only. In addition to all other precautions necessary for the safe use of radar information, particular care must therefore be taken when changing range scales. The use of parallel indexing does not remove the requirement for position fixing at regular intervals using all appropriate methods available including visual bearings, since parallel indexing only indicates if the ship is on or off track and not its progress along the track. When using radar for position fixing and monitoring, check: (i) the identity of fixed objects, (ii) the radar’s overall performance, (iii) the gyro error and accuracy of the heading marker alignment, (iv) that parallel index lines are correctly positioned on a suitable display, and (v) the accuracy of the variable range marker, bearing cursor and fixed range rings. 3.10 Chart Radar Some radars are provided with electronic chart overlays. These charts may have a limited amount of data and are not the equivalent to an Electronic Navigational Chart (ENC) used in the ECDIS or paper charts. They should not therefore be used as the primary basis for navigation. 3.11 Regular operational checks Frequent checks of the radar performance must be made to ensure that the quality of the display has not deteriorated. The performance of the radar should be checked using the Performance Monitor before sailing and at least every four hours whilst a radar watch is being maintained. Misalignment of the heading marker, even if only slightly, can lead to dangerously misleading interpretation of potential collision situations, particularly in restricted visibility when targets are approaching from ahead or fine on own ship’s bow. It is therefore important that checks of the heading marker should be made periodically to ensure that correct alignment is maintained. If misalignment exists it should be corrected at the earliest opportunity. The following procedures are recommended: - 5 - 98

a) Check that the heading marker is aligned with the true compass heading of the ship. b) Ensure that the heading marker line on the display is aligned with the fore-and-aft line of the ship. This is done by selecting a conspicuous but small object with a small and distinct echo which is clearly identifiable and lies as near as possible at the edge of the range scale in use. Measure simultaneously the relative visual bearing of this object and the relative bearing on the display. Any misalignment must be removed in accordance with the instructions in the equipment manual. To avoid introducing serious bearing errors, adjustment of the heading marker should not be carried out: (i) when alongside a berth by using the berth’s alignment. (ii) using bearings of targets which are close to the vessel, not distinct or have not been identified with certainty both by radar and visually. 3.12 Stabilisation modes It is important to select the optimum stabilisation mode for the radar display. To assess risk of collision the relative motion of a target gives the clearest indication of CPA and may be monitored by observing either the direction of the target’s relative trail, or the CPA predicted by the relative vector. By default, relative motion will display relative target trails and true motion will display true target trails. Where true target trails is selected, a sea stabilised display will indicate all targets’ motion through the water. A ground stabilised display will indicate all targets’ motion over the ground. In coastal, estuarial and river waters where a significant set and drift may be experienced, a sea stabilised display will produce significant target trails from all fixed (stationary) objects possibly producing an unacceptably high level of clutter and masking. In such circumstances a ground stabilised display may reduce its effect and enable the observer to detect clearly the trails of moving targets, thus enhancing the observer’s situational awareness. It should be noted that the observed and predicted relative motion of a target is unaffected by the choice of sea or ground stabilisation, allowing the same assessment of CPA and risk of collision. If switching between sea and ground stabilisation, the observer should be aware of the time required for the radar equipment to reprocess the stabilisation input data. 3.13 Speed Input It should be noted that in determining a target’s aspect by radar; the calculation of its true track is dependent on the choice and accuracy of the own ship’s course and speed input. A ground- stabilised target plot may accurately calculate the ground track of the target, but its heading may be significantly different from its track when experiencing set, drift or leeway. Similarly, a sea stabilised target plot may be inaccurate when own ship and the target, are experiencing different rates of set, drift or leeway. 3.14 Gyro failure In cases of gyro failure when the radar’s heading data is provided from a transmitting magnetic heading device (TMHD), watch-keepers should determine and apply the magnetic compass errors. The true vector function of automatic plotting and tracking equipment should be operated with caution when the heading input is derived from a Transmitting Magnetic Compass (TMC). ARPA prediction is reliant on steady state tracking, where course and speed remain steady: In a seaway a transmitting magnetic compass may not produce a sufficiently steady heading resulting in unreliable vectors. 3.15 Warnings and alarms Audible operational warnings and alarms may be used to indicate that a target has closed on a pre-set range, enters a user-selected guard zone or violates a preset CPA or TCPA limit. - 6 - 99

When the ARPA is in automatic acquisition mode, these alarms should be used with caution, especially in the vicinity of small radar-inconspicuous targets. Users should familiarise themselves with the effects of error sources on the automatic tracking of targets by reference to the ARPA Operating Manual. Such alarms do not relieve the user from the duty to maintain a proper lookout by all available means. 3.16 SARTS and other Radar Transponders Information on detection and use of Search and Rescue Transponders (SARTs) is provided in Chapter 4 of Volume 5 of the Admiralty List of Radio Signals. Watch-keepers should note that 3 GHz (“S” Band) radars will not detect SARTS or other radar transponders, such as small- craft radar enhancers, as these transmit only in the 9 GHz (“X” Band) frequency. 4. ELECTRONIC POSITIONING SYSTEMS 4.1 General Ships are required to carry a Global Navigation Satellite System (GNSS) receiver or a terrestrial radio-navigation receiver. While both Omega and Decca have already been discontinued, LORAN C is to be retained for the time being but does not give world-wide coverage. Within its chain coverage area LORAN provides maritime users with a terrestrial system to back-up GNSS in the event of that system’s failure. 4.2 LORAN C LORAN C is based on the measurement of time difference between the reception of transmitted pulses. The ground-wave coverage is typically between 800 and 1200 miles, although the accuracy of positional information will depend upon the relative position of the transmitters. LORAN coverage is limited to North America, Europe, the Middle East, SE Asia and parts of the Pacific Rim. When entering the coverage, or when passing close to transmitters on the coast, the receiver may have difficulty in identifying the correct ground-wave cycle to track. Under these conditions care should be taken to cross-check the positions obtained from the LORAN C receiver with positions from other position-fixing systems to ensure that it is tracking on the correct cycle. The fixed errors of the LORAN C system are caused by variations in the velocity at which the pulses travel. Additional Secondary Factor (ASF) corrections are provided to allow for these errors which may be very significant in some areas. Some receivers automatically allow for calculated ASF values and display a corrected position. 4.3 Enhanced LORAN In order to provide an accurate terrestrial backup to satellite systems such as GPS, a more accurate Enhanced LORAN (eLORAN) system is under development in Europe. Tests have shown that eLORAN will provide positional accuracy within the coverage area to the same level as GPS. eLORAN is an internationally standardised positioning, navigation, and timing (PNT) service. It is the latest in the long-standing and proven series of low-frequency, Long-Range (LORAN) st systems and takes full advantage of 21 century technology. eLORAN is an independent, dissimilar, complement to GNSS and allows GNSS users to retain the safety, security and economic benefits of GNSS, even when their satellite services are disrupted. As eLORAN uses high-powered transmitters and low-frequency signals (not microwatts and microwaves like GNSS), it is very unlikely to be disrupted or jammed by the same causes that would disrupt GNSS signals. Therefore low-cost, eLORAN receivers, even built into GNSS units, can mitigate the impact of disruptions to GNSS. At sea, a new concept of navigation – enhanced navigation (e Navigation) – is being developed which requires an exceptionally reliable input of position, navigation and time data. The combination of GNSS and eLORAN has the potential to meet its needs. - 7 - 100