Safe Navigation


FOM-3.13	Fleet Operations Manual Navigation Safe Navigation	Doc No.: FOM-3.13 Revision: 01 Date: 15 Oct 2024 Issued by: DPA Approved by: MD

1. APPLICATION

This document applies to bridge teams of all fully managed vessels.

2. PURPOSE

To specify requirements for safe navigation.

3. REQUIREMENTS TO MASTER

3.1 Standing Orders

Master shall:

Prepare a comprehensive set of Standing Orders, which shall:

Cover fully the actions required of the OOW

CAUTION:

These shall not conflict with the ship’s safety management system.

Be in two parts - a) Bridge & b) In port
Be in English (may also be written in an additional language if beneficial)
Sign and date these orders
Fix them on the front page of the Master Night Order book.
Ensure that all deck officers on joining the vessel:

Read these Standing Orders and
Then sign their name, time and date to confirm understanding.

Note:

Master’s order book will supplement these orders from time to time. See Master’s job description for detailed requirements to master’s standing orders.

3.2 Master on the Bridge

Conditions when Master shall be on the bridge:

Restricted visibility
Heavy traffic
Restricted waters
Heavy weather conditions
Entering or leaving port, docking, unlocking, or shifting the vessel
Embarking or disembarking a Pilot, or Mooring Master
Anchoring or weighing anchor
At any other time if considered to be a potential threat to the vessel's safety.

3.3 Delegating Authority

Masters:

Shall pre-plan their presence on the bridge, and
May consider delegating their authority to Chief Officer or OOW if required to:

rest or
attend other responsibilities.

Must inform the OOW of his whereabouts when not on the Bridge.

Note:

Clearly state and log in deck log book whenever Master:

Relieves the OOW of the con, or
Returns the con to the OOW

CAUTION:

Unless otherwise stated it is to be accepted that the Master has the con when

The main engines are in a standby condition
On arrival between end of passage and all fast

3.4 Master’s Order Book

Master must:

Maintain a master's order book.
Make entries whenever circumstances require instructions more than:

Company procedures or
Master’s Standing Orders.

Include information necessary to enable OOW to navigate the vessel prudently.

Note:

Before relieving the watch, each OOW shall read, initial, date, and thoroughly understand these orders.

3.5 Other Requirements

Master is responsible to:

Ensure all deck officers are capable of using vessel’s bridge equipment proficiently.
Ensure corrections to charts and publications are properly made.
Reduce speed or alter course as necessary in heavy weather.
Ensure newly joined officers are familiar with bridge equipment/procedures before taking over a watch.

Note:

Master may enhance navigation practices set forth in this document to enhance the vessel’s safe operation.

4. REQUIREMENTS TO OTHER POSITIONS ONBOARD

4.1 Officer of the Watch (OOW)

A licensed deck officer shall always man the bridge when the ship is at sea or anchor. For OOW’s:

Responsibilities- See FOM 3.9 Bridge watch - Section 3- Responsibility
Duties (At Sea)- See FOM 3.9 Bridge watch - Section 7 - Duties of OOW – Steaming Conditions
Duties (At Anchor)- See FOM 3.9 Bridge watch - Section 8 - Duties of OOW – Ship at Anchor

4.2 Helmsmen

Helmsmen shall have no other duties when assigned to the helm. Also, See:

FOM 3.3 Bridge team management – Section 8 – Standard Orders to the Helm
FOM 3.9 Bridge watch – Section 7.10 - Use of Helmsman and Autopilot

4.3 Lookouts

When underway, always maintain a proper lookout:

sight and hearing, and
all available means appropriate in the prevailing circumstances

to make a full appraisal:

of the situation, and
any risk of collision.

Also See:

FOM 3.9 Bridge watch - Section 7.4 - Lookouts and watch keeping hours
FOM 3.9 Bridge watch - Section 6 – Bridge watch definitions

4.4 Chief Engineer

Chief Engineer shall prepare standing orders stating his requirements for:

General running of the engineering department
Watch-keeping
Emergency
Other individual duties

Note:

These orders must be:

Typed, posted in the engine room
Signed by each Engineer

5. SAFE NAVIGATION

5.1 Closest Point of Approach (CPA)

Vessels shall maintain a safe CPA in accordance with circumstances and conditions. Having due regard to:

Available sea room, and
Proximity of navigational hazards.

Maintain below CPA whenever conditions allow, and in accordance with COLREGS.

Area	CPA
Open Waters	2 Nautical Miles
Congested Waters	1 Nautical Mile

5.2 Use of Established Sea Lanes

Master is expected to use established sea lanes or other traffic separation schemes if:

It is consistent with good seamanship and COLREGS,
Water depth permits, and
It is safe and practical to do so

Note:

Intent is to keep the vessel in a position with least risk of encountering hazardous traffic situation.

5.3 Radar Use

OOWs shall:

Have unrestricted access to Radar for use.
Be proficient in and use properly all radar plotting aids.
Use ARPA as primary means of plotting.
Avoid use of a single bearing and range to fix the vessels position
Use a third position line or other navigation system to verify position

Note:

Radar will usually be operated in the North - Up mode.

5.4 Corrections to Paper Charts and Publications

Keep charts and other nautical publications up-to-date using:

the latest available Notices to Mariners and
hydrographic and navigational radio warnings.

Note:

One Officer shall be responsible for the same.

Keep a record of

all hydrographic and navigational warnings
details of cleared routes and areas still dangerous to shipping from mines or other causes.

Chart Correction – Only carry out in hours of daylight, provided:

clear visibility,
vessel is in deep waters
No proximity to any navigational hazard,
Not navigating in coastal areas
Continuous lookout is available on Bridge.

CAUTION:

Take care when using charts with differing scales and different sounding units.

Correct Charts for all world-wide folios maintained on board.

Note:

For vessels under management only the charts of the current operational area are maintained on board and kept up to date.

Note:

All charts on the Bridge must be kept updated.

T & P Notices - Correct on current voyage charts

Local Charts - See FOM 3.11 – Correction of local charts

Verification checks by master -

Monthly - Random checks for proper chart correction.
Every Voyage – Second Verification of navarea warnings (received from NAVTEX / EGC etc.) applicable to the Voyage for:

The plotting on Paper chart or manually on ECDIS within 15 NM either side of the track.
Hardcopy printouts in the File for the In-force warnings against the published list in Notice to Mariners.

During bridge audit verify that navigation warnings from all sources:

are filed
being checked for in force ones
those not in force are deleted / removed from file.

5.5 Speed Consideration

Set vessel’s course and speed to provide an ample margin for safe navigation.

CAUTION:

Pay particular attention when sailing in waters known to be dangerous due to: Currents, shoals, heavy traffic, or other obstructions.

Prioritize vessel’s safety over speed and time.

5.6 Change of Course and Speed

Changes may be necessary to:

Ensure the safety of personnel, environment, vessel, and cargo
Act in an emergency in the Master's absence
Follow Master's planned track, advising the Master of adjustments for set and drift
Avoid threatening traffic
Comply with international and local rules and regulations
Take early and decisive action to avoid close quarters situations
Avoid any suspicious craft

Any alteration of course and/or speed must be:

Substantial and
Taken in sufficient time, especially-

If vessel is the "giving way" vessel under COLREGS
When vessel is manoeuvring against traffic, when not in sight of the traffic.

CAUTION:

In altering course and/or speed, OOWs must leave other vessels with no doubt as to their manoeuvring intentions.

5.7 Beginning and Ending Sea Passages

Sea passage begins and ends while the vessel is at:

Full speed, or
Charterer's specified speed.

Following distance is considered harbour approach:

Sea buoy and speeding up to full speed or
Sea buoy and slowing down to harbour manoeuvring speed

Note:

Do not use this harbour approach in calculation of sea speed performance.

6. OPERATION IN HEAVY WEATHER

6.1 Vessel’s Routing

Wherever possible, avoid the adverse effects of heavy weather.

When planning passages, carefully consider:

Seasonal and forecasted adverse weather
Favorable currents
Courses that enable passage in best time with minimum danger to vessel/ cargo.

Use weather routing services to benefit in efficient planning.

For early warning of onset of heavy weather use On-board meteorological equipment such as:

Barometer,
Weather fax,
INMARSAT C EGC,
Navtex
VHF CH 16 Broadcasts by coast stations
AIS advisories by coast stations

CAUTION:

Hurricanes, typhoons and cyclones pose a severe threat and must be avoided by a safe margin. Close monitoring, prediction and substantial avoidance measures must be adopted.

Note:

In all cases, send daily updates to Managers/Owners/ Charterers.

6.2 Conduct of Vessel in Heavy Weather

The Master is responsible to:

Prepare/submit a detailed risk assessment
Batten down all watertight doors.
Check the anchor securing arrangements.
Secure any objects likely to move during severe rolling or pitching.
Warn engine room staff to secure any loose spares or equipment.
Advise galley staff to secure loose items.
Consider whether safe access railings or man-lines on upper deck need to be rigged.
Advise all ship’s staff of imminent bad weather and what precautions to take
Take any other precaution necessary to prevent injury/ damage.

6.3 Safe Speed

Consider a reduction in revolutions of the main engine to maintain safe operational shaft torque.

The Engine Room and the Bridge must liaise closely on this.

Keep the Chief Engineer and Master advised.

Reduce speed should the vessel begin to pound and consider “heaving to” until the weather improves.

CAUTION:

Consider delays due to heavy weather as secondary in importance to that of avoiding heavy weather damage.

6.4 Vessel’s Stability

Comply with draft requirements given by classification societies

Note:

Minimising ballast water free surface effects significantly reduces heavy weather rolling at sea.

Oil tankers in ballast passage may consider “heavy-weather ballast”.

Ensure compliance with COW/MARPOL regulations as applicable.

For LNG spherical tank vessels consider course changes or heaving to, to reduce rolling.

For double hulled tankers, in ballast consider “heavy-weather ballast”.

Ensure this in line with the manufacturer’s instructions.

Also, See:

FOM 1.2 Ballast Operation – heavy weather ballast.
NAV-09 Navigation in heavy weather

6.5 Duties of Crew Members

Officer of the Watch (OOW)

If suspected of heavy weather damage, call the Master and arrange for the following:

Speed and course – Adjust as necessary to:

Minimise stress on the vessel’s hull and machinery
Reduce the potential of water ingress and structural damage

Auto-Pilot settings- Adjust for optimum steering without excessive strain on the steering system;
Steering pumps – Start additional if required
Hand Steering - Engage if required
Manoeuvre - in a manner that will not allow any synchronous rolling/pitching.
Bridge watches – Double up if required.
Engines - Make available for immediate manoeuvring, as required by master.

Chief Officer (CO)

The Chief Officer shall carry out following:

Stability criteria of the vessel - Re-assess the stability with respect to heavy weather.
Rounds – Take rounds to inspect the vessel and note any items which may:

Affect or compromise the watertight integrity of the vessel, or
Which could cause damage should rolling occur.

Suspend any work on open decks - Ensure personnel are not allowed unless absolutely necessary, except by permission.
Master’s Instructions – As directed.
Ballast disposition – Adjust as necessary
This is to relieve longitudinal stresses and give the best handling conditions
Secure - all movable objects on deck and in deck stores.
Include forward life rafts, lifebuoys, pilot ladders, paints, solvents, other liquids etc.
Deck lifelines - Arrange to be rigged for safe access arrangements, as applicable
Ensure all forecastle and deck house accommodation openings onto main / weather deck are closed and secured
Additional lashings on the anchors - Arrange.

Duty Engineer

The duty engineer shall check following:

Maintain oil levels in all machinery at safe levels
This is to prevent loss of pressure due to rolling and pitching
Maintain Water levels in boiler feed and machinery cooling water tanks at a safe working level
Keep Water levels in all bilges and void spaces to a minimum
Maintain fuel and lubricating oil filters in a clean condition to prevent clogging
Maintain fuel service tanks at a safe working level
Secure All movable machinery components, tools, etc. in the engine room, engine room store and workshop.
Place Ventilation system(s) on full recirculation to prevent the ingress of water

Chief Steward / Cook

The Chief Steward/Cook shall:

Secure the furniture
Properly store crockery and cutlery
Fit storm bars on stoves
Keep decks in accommodation, pantry and galley clear of spills and debris

6.6 Hull Inspection for Weather Damage

When heavy weather persists, inspect forecastle and weather decks daily.

This is to check the security and integrity of decks, forward spaces and equipment.

When weather improves, the Heads of departments shall make a thorough inspection/assessment of the vessel for any damage.

Master or OOW shall ensure that the following activities are performed:

Bridge manning to be BW II level, with hand steering in use
Engine Room to be manned with engines on Standby
Speed to be reduced and course adjusted to “heave-to” condition.

Note:

As a minimum, the inspection team should comprise of the Chief Officer, Bosun (or Pumpman) and 2 ABs.

Maintain close radio communication between the teams. Confirm before starting inspection.

Monitor weather/reports, especially sea and swell.

CAUTION:

In a regular wave pattern, ‘rogue‛ waves can exist which can vary in direction and size from the regular wave pattern being experienced. Update deck inspection team of possible waves breaking on deck.

Monitor progress of all team members, both visually and, if fitted, on CCTV.

Resume passage on a safe course and speed:

Once the inspection is completed, and
all inspection team members are clear of the deck with doors secured.

Consider if need to declare certain areas of the vessel as ‘no go areas’.

Note:

Log weather conditions accurately in the Deck Operation Log.

Inform all personnel of any areas where access is restricted.

6.7 Heavy Weather Damage

If any damage to hull or deck machinery/fittings is discovered no matter to what extent, carry out below the steps:

Activate on-board contingency plan e.g. – Soundings of Void spaces, detail inspection of remaining areas. Monitoring of ullages of liquid cargo etc.
Contact Emergency Response Service such as SERS/RRDA as subscribed from classification societies.
Collect evidence; preserve accurate records of weather, VDR back up etc as deemed necessary.
Identify Port of refuge in consultation with Shore based Crisis management team.

Vessels to report incident and damage as per poster 13 assigned to the vessel according to the business unit.

7. OPERATION IN RESTRICTED VISIBILITY

7.1 Restricted Visibility

When restricted visibility is encountered, or expected:

Comply with COLREGS and Master's Standing Orders, particularly with respect to:

Informing the Master
Posting lookout(s) and calling additional personnel
Advising engine room of prevailing conditions
Exhibiting navigation lights and observing sound signal requirements
Operating the radar

Also see NAV-17 Restricted Visibility.

CAUTION:

Take all these actions in good time before visibility deteriorates.

Note:

Log all actions/precautions in the deck logbook.

8. OPERATION IN ICE

Before any operation in ice takes place, contact Marine Superintendent to verify that the ship is suited for operation in ice.

CAUTION:

No operation in ice shall take place before:

Authorisation from Marine Superintendent or DPA is received.
FOM 3.34 Ice navigation - is read and understood by Master/ Bridge Team Members

9. PILOTAGE

9.1 General

Master to ensure engagement of pilotage services, in areas where local/ international regulations mandate the same. Piloting of own vessel by master is not acceptable, except in emergency situations when prior authorization from Marine Superintendent and local authorities shall be obtained.

Consideration to be given to voluntary pilotage services (where available) whilst transiting Navigational hazardous areas – FOM 3.5. Request for pilot to be made to Marine Superintendent, supported by Risk assessment prepared taking the following factors into account.

Charterer and oil major requirement’s/ recommendation
Experience of the bridge team in transiting the above-mentioned areas.
Fatigue/ work-rest hour compliance during transit
Traffic density
Accuracy of the available navigational information
Local weather conditions
Additional load on the bridge team due to reporting/ routing requirement.

Note:

Any further reference of Pilot in the document includes Mooring Master.

Additionally for offshore/DP vessels:

Vessel shall not use Auto Pilot, while maneuvering in Ports, Narrow Channels and when arriving and departing from port / Berth or areas with heavy traffic.
Master/Bridge team to have utmost attention to prevailing weather conditions and its effect on the vessel, in the event of an unexpected loss to propulsion or vessel position keeping capability. This should be included in the passage plan briefings and risk assessment.
DP checklist shall be completed when vessel is using the DP joystick.

9.2 Pilot Embarkation and Disembarkation

When the vessel’s pilot station ETA has been established:

Contact the pilot station to arrange for the Pilot’s boarding
Communicate with the pilot boat as soon as possible via VHF:

Confirm ETA
Establish which side the Pilot will board from
Confirm vessel's heading and speed at the time of boarding

9.3 Pilot Ladders

Pilot ladders are to be:

Maintained in clean good working order
Rigged properly:

So, that the pilot climbs maximum 9 meters.
If >9m use a combination ladder or gangway
On parallel body, clear of over side discharges and scuppers
With no tripping lines
Secured to deck strong points

For pilots embarking/disembarking have:

A deck officer in attendance at the pilot ladder
Constant communication with the navigating bridge
Two man-ropes available
A life buoy with light available
Proper illumination (light facing forward and down)
A heaving line available
Provision of a lee from the weather

Note:

Comply with Latest requirements for SOLAS Pilot Transfer Arrangements. Complete NAV-03 Bridge embarkation of pilot. Refer to FOM 3.12 for guidance on Pilot ladder rigging and maintenance.

9.4 Master – Pilot Data Exchange

Following review of local navigational and weather conditions, Master will discuss following with the Pilot promptly upon boarding:

Manoeuvring characteristics
Light/ loaded condition,
Unusual characteristics or malfunctioning equipment.
local conditions and
Pilot’s navigational intentions/ transit plans including courses, speeds, traffics, potential hazard – crossing bridge or overhead cable and their passing clearances.

Note:

With regard to the use of bridge equipment, the below mentioned equipment shall always be made available to the pilot and its use demonstrated, in order to ensure a safe passage:

VHF
RADAR & ARPA
Whistle
One position indicating equipment (AIS Pilot Plug)

The M/E, Bow Thruster and S/G controls will be operated only by ship’s staff.

CAUTION:

Master’s objective should be to ensure that the plan is safe.

Note:

Use following checklists:

NAV-05 Master - Pilot information exchange
NAV-04 A3 Pilot card

9.5 Master, Deck Watch Officer and Pilot Relationship

Extend due courtesies to pilot.

Master - Ensure watch officers can act on his behalf should he need to leave the Bridge.

Note:

Diplomacy and tact must govern commands made to the Pilot or Mooring Master to obtain the safest ship handling performance.

9.6 Pilot’s Compliance with Rules

Master or OOW shall ensure Pilot:

Complies with COLREGS
Observe speed restrictions when navigating rivers and narrow channels.

9.7 Judging the Pilot’s Ability

Remain alert to Pilot's handling of vessel

Be prepared to intervene when necessary to safeguard Vessel

Observe helm/ engine orders advised by Pilot

Promptly determine whether Pilot’s orders will produce the desired results.

CAUTION:

OOW – If unsure of the pilot's actions or intentions, seek clarification. If still in doubt:

Inform the Master immediately and
Take the necessary action before the Master arrives on the bridge

CAUTION:

Master – Immediately Express concern to the Pilot if he is manoeuvring:

In an unsafe fashion, or
At speeds, which are too high

WARNING:

If the Pilot fails to act on the Master's/ OOW’s direction, when the Master/ OOW judges the safety of the vessel to be in jeopardy, the Master/ OOW must:

Take over the con of the vessel or
Take whatever other actions may be appropriate to secure the safety of the vessel.

Note:

Enter full details of any such actions in the deck logbook.

9.8 Navigation with Pilot Embarked

CAUTION:

Presence of pilot does not relieve Master/ OOW of their duties and obligations. Except for the Panama Canal, the Master remains in command of the vessel.

Note:

In the case of the Panama Canal, it is suggested that a log entry be made, and the canal authority be advised of the pilot’s actions.

OOW shall:

Cooperate closely with the pilot to assist him where possible
Maintain an accurate check on the ship's position and movements.
If the pilot requires the use of a radar or other bridge equipment, then:

Discuss the use and limitations of the same with the pilot
Monitor proper operation of the equipment

CAUTION:

In the event of an accident occurring whilst the pilot is on board, DO NOT give a certificate exonerating the pilot from responsibility for such mishap.

Note:

Enter any disagreement between Pilot and Master in the Deck Logbook.

10. SAFETY MEASURES FOR PASSAGE THROUGH THE STRAITS OF MALACCA AND SINGAPORE (SOMS)

These straits require the utmost attention to ensure safe navigation.

A specific instruction has been developed to assist Masters in this respect. See FOM 3.10 - Passage through straits of Malacca and Singapore

11. DEFINITIONS & ABBREVIATIONS

COLREGS | The International Regulations for Preventing Collisions at Sea

ARPA | Automatic Radar Plotting Aid

OOW | Officer of Watch or Deck Watch Officer

12. REFERENCED FORMS AND CHECKLISTS

Poster 038 - Do’s & Don’ts for safe navigation in narrow channels/rivers under pilotage

13. APPENDICES

FOM 3.10 Passage through Straits of Malacca and Singapore
FOM 3.11 Correction of local charts
NAV-04 Pilot card
NAV-05 Master – Pilot information exchange
NAV-03 Bridge embarkation of pilot
NAV-10 Coastal congested water and TSS
NAV-08 Preparation for arrival in port
NAV-17 Restricted visibility
NAV-09 Navigation in heavy weather
FOM 3.12 Guidance on pilot ladder rigging and maintenance