FOM-3.23 Fleet Operations Manual
Navigation
Navigation Equipment Minimum Spares Recommendation
 Doc No.: FOM-3.23
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

3. RESPONSIBILITIES

OOW shall:

Master shall:

CAUTION:

Any equipment (personal or shipboard) which is not approved and / or not included in the Cargo Ship Safety Equipment Form E cannot be used for navigation. This includes but is not limited to personal laptops, GPS units or ECDIS systems. If extra navigation aids are provided, these shall either be approved for use or removed from the Bridge.

4. RADAR AND AUTOMATIC RADAR PLOTTING AIDS (ARPA)

4.1 Purpose and arrangement

The radar is used:

Note:

The radar screen shall have a central location on the Bridge.

OOW – is responsible for correct operation of the radar. Master - shall ensure that at least one radar is available for use by the OOW.

4.2 Normal use

OOW shall:

CAUTION:

When operating ARPA, the use of audible operational warning signals to denote that a target has closed to a particular range, or that it is transiting a selected guard zone does not relieve the Master, or the OOW, of the duty to maintain a proper lookout by all available means.

Additional points:

CAUTION:

The speed input for all anti-collision plots on radar or ARPA shall be ‘Speed through the water’ and not ‘Speed over the ground’.

Note:

If speed input to the radar or ARPA is from a Doppler log, and Doppler log is of type that automatically switches from water to ground tracking. Place a warning notice for the need for manual speed input.

4.3 Deteriorating and reduced visibility

Note:

If weather conditions are such that visibility may deteriorate, ensure radar is operating at all times to monitor for START signals.

When reduced visibility is encountered or expected, OOW shall:

Note:

Master shall ensure that all OOW practice radar plotting regularly in clear weather, particularly when approaching coastal waters after a long ocean passage.

4.4 Testing

OOW shall check radar equipment:

Note:

Where fitted, use a performance monitor for this purpose.

4.5 Use of ARPA Trial Manoeuvre

The ARPA Trial Manoeuvre function shall be used as an aid to assist the Officer of the Watch (OOW) in assessing collision-avoidance actions in compliance with COLREGs.

Procedure:

4.6 RADAR Magnetron Replacement Guidance

Radar magnetron replacement shall be carried out safely and strictly in accordance with manufacturer’s instructions to ensure reliable radar performance and compliance with SMS requirements.

Safety Requirements:

Replacement Criteria:

Procedure:

  1. Stop radar operation and isolate the power supply.
  2. Remove and replace the magnetron strictly as per the maker’s manual.
  3. Ensure correct magnetron type, proper alignment, and secure fitting.
  4. Restore power supply and restart radar after completion of the warm-up period.

Testing and Verification:

Documentation:

Defect Reporting:

Any abnormal radar performance after replacement shall be reported to the Company immediately and managed in accordance with SMS defect reporting procedures.

5. STEERING GEAR AND AUTOMATIC PILOT

5.1 Changeover procedures

Note:

Changeover from automatic to manual steering and vice versa shall be made by: -the Officer of the Watch or -under his supervision. Changeover instructions must be prominently posted near the ship's wheel.

Master shall be responsible for training all Deck Watch Officers and Helmsmen in proper procedures for changing over the steering mode.

5.2 Off course alarm – where fitted

OOW shall:

CAUTION:

Use of alarm does not relieve OOW from frequently checking course being steered.

Note:

Test Off Course/Auto pilot alarm: -at noon each day at sea, and -prior to entering restricted waters. Log these tests in Deck Log Book.

5.3 Steering tests prior to entering U.S. waters

The US Coast Guard (USCG) requires testing of Primary and Secondary Steering gear:

For Details of tests to be performed see FOM 3.16 Steering Tests Prior To Entering US Waters.

6. GYRO AND MAGNETIC COMPASS

Gyro compass - OOW shall comply with below regarding gyro compass operation:

CAUTION:

Take care to monitor errors induced by the ship's manoeuvring as such errors can reach 5 degrees or more.

Compass error- As far as practicable, check and record each watch using either celestial bearing or transit bearing. Master shall:

Magnetic compass - OOW shall comply with below regarding compass:

Master shall ensure Magnetic Compass is adjusted by qualified compass adjuster if:

Note:

Master shall carry out verification annually by carrying out a swing and preparing Deviation card.

Note:

If flag state requirements are more stringent than above requirements then those shall take precedence over above.

7. CHRONOMETERS/ CLOCKS

Chronometers - OOW shall:

Note:

Record when batteries are changed in Chronometer rate card or Deck log book.

Clocks - OOW shall:

Note:

Record above in the deck log book.

Synchronize Bridge and engine room clocks daily at noon and prior to arrival.

When necessary to advance or retard clocks, do that for all clocks at same time (Bridge, Engine Room etc.).

Record Time zone changes, and any time changes due to Daylight Savings Time in Deck Log Book.

CAUTION:

Compare units of soundings on the echo sounder and the chart in use.

8. ECHO SOUNDERS

OOW shall:

Note:

Record time of crossing important depth contours in the deck log book, with the distance recorder reading. Ensure depths are monitored frequently once below 50 metres.

Note:

-Where in-built memory is provided, procedure for retrieving the history to be posted near the echo sounder. - Vessel which have printers in lieu of the in-built memory, Record date & time on recording paper whenever echo sounder is switched on. In addition, the date and time of passing significant land or seamarks should be marked on the recorder.

Check echo sounder against known or charted depths on every voyage [SOLAS requirement].

9. SPEED/ DISTANCE RECORDERS

OOW shall:

Note:

Record Readings of distance through the water in the deck log book: - at the end of each watch, and - at times of establishing positions (where recorded in deck log), and - when course or speed is altered.

Enter readings on the chart alongside the ship's position.

10. ELECTRONIC POSITION FIXING AIDS

OOW shall comply with below regarding Electronic position fixing aids:

Note:

The manufacturer's operating handbook and current navigational warnings should be consulted to ensure that proper corrections are applied.

Maintain GPS receiver to WGS 84 datum.

CAUTION:

This may not be the same as the horizontal datum of the chart in use. Implication- Position when plotted may be in error.

Where difference in datums is known, a note on the chart provides the offset. Apply this offset to positions referenced to WGS 84 for plotting on the chart. Where this offset is not provided, treat the accuracy of the plotted position with caution. Never rely totally on Global Navigation Satellite System (GNSS), and Regularly cross check ship’s position using other means. This is particularly in areas where the charts are based on old surveys.

For further information on Chart Datum See FOM 3.17 – Chart datum.

11. BELLS AND HORNS

Bells and horns shall be:

Note:

The Master and OOW are authorized to trigger a general alarm.

Tested at least once every voyage through General Alarm testing.

12. METROLOGICAL EQUIPMENT

Wet and dry bulb temperature readings must be observed and recorded at least once at the end of each watch. Barometer readings must be observed and recorded at the end of each watch and at more frequent intervals as determined by the Master during heavy weather. Barometers do not retain their accuracy over a long period of time. Height of Eye correction chart should be posted next to the Barometer. Anemometer and wind direction indicator readings must be recorded once a watch in good weather and at more frequent intervals as determined by the Master during heavy weather.

13. RADIOS

13.1 General

OOW Shall:

Note:

With the Master's permission, this equipment may be used for public correspondence. Channel 13 is designated as a navigation safety communication channel, primarily for inter-ship communications. Bridge-to-Bridge VHF Channel 13 use is mandatory for all vessels in U.S. waters.

OOW-:

13.2 Use of VHF for Collision Avoidance

OOW shall:

CAUTION:

Initial use of VHF to establish collision avoidance is prohibited.

The practice of using VHF radio as a collision avoidance aid may be resorted to on occasion, for example in pilotage waters.

WARNING:

Pay extreme caution, should VHF contact be deemed to be necessary in helping to avoid collision, as it can lead to serious misunderstandings even when there is NO language barrier.

Note:

Due to inherent limitations, Company does not advocate Use of VHF as a Collision Avoidance Aid.

Also See FOM 3.18 – VHF communication techniques.

13.3 Distress communications

CAUTION:

Distress calls/messages have absolute priority over all other communications.

OOW shall:

Note:

Record any distress call/message in the ship’s log and passed to the master.

13.4 NAVTEX

The NAVTEX should be programmed to the stations for the area in which the vessel is sailing. Type of messages which are required to be received. Message types A, B and D are mandatory, but it is recommended that the receiver be programmed to receive most types.

13.5 EPIRB

Satellite EPIRBs shall be annually tested within 3 months before the expiry date, or 3 months before or after the anniversary date, of the Cargo Ship Safety Radio Certificate. The test may be conducted on board the ship or at an approved testing station; and subject to maintenance at intervals not exceeding five years. (SOLAS IV/15.9). The vessel's name, the serial number and the maritime mobile services identity (MMSI or 15 Hex ID) should be clearly indicated on the EPIRB. The inspection of EPIRB's should include: inspection of the housing to ensure it is undamaged; inspection of the hydrostatic release unit to ensure it is in good order and in date. Releases should be renewed after two years; inspection of the lanyard, which should be neatly stowed and not attached to the ship; - Ensuring that the markings remain clearly decipherable; checking the battery to ensure it is in good order and in date. The battery life for most EPIRB's is 5 years; carrying out a self-test.

13.6 Survival craft portable VHF (GMDSS Walkie Talkies)

At least 3 two-way VHF radiotelephone apparatus shall be provided on every cargo ship of 500 gross tonnage and upwards. (SOLAS III/6.2.1.1). The two-way radiotelephone should be capable of operation on the frequency 156.800 MHz (VHF channel 16) and on at least one additional channel. (Res. A.809/3.1). The battery for equipment with a user -replaceable energy source or radio with a non-replaceable energy source shall have a non-replaceable seal to show the unit has not been activated. (Res. A.809/12.2 and 12.3). Primary battery shelf life must be at least 2 years and highly visible yellow/orange colour or marked with a surrounding yellow/orange marking strip.

13.7 SART

At least one radar transponder shall be carried on each side of every cargo ship of 500 gross tonnage and upwards. The radar transponders shall be stowed in such locations that they can be rapidly placed in any survival craft (other than the forward life raft). On ships equipped with free-fall lifeboats, one of the transponders shall be stowed in the free-fall lifeboat and the other located in the immediate vicinity of the navigation bridge so that it can be utilised on board and ready to transfer to any other survival craft. (SOLAS III/6.2.2)

14. RECORDERS AND REPEATERS

14.1 General

OOW shall operate and test all recorders as per below:

Testing Check all recording equipment for below as applicable:

14.2 RPM Recorder (Bell logger)

OOW shall operate and test RPM Recorder as per below:

Operation:

Note:

Include details of the port prior to arrival and departure in these Notations.

When completed: Date these tapes (start and finish). Note the voyage number.

Keep these tapes and Bridge Bell Book on board indefinitely. If removed, keep a record of their removal and return.

Testing Check for below as applicable:

Carry out the checks:

Note:

Log checks prior to arrival and getting underway as completed in the Deck Logbook.

14.3 Course Recorder

OOW shall operate and test Course Recorder as per below:

Normal Operation:

Note:

Retain used course recorder charts on board.

CAUTION:

In the event of a vessel accident: - Remove entire course recorder roll from the recorder even if only partly used - Properly identify with the vessels name and date in ink - Ensure signed by Master and OOW at the time of the accident - Retain same as per instructions from Marine Superintendent.

Testing Check for below as applicable:

Carry out the checks:

Note:

Log checks prior to arrival and getting underway as completed in the Deck Logbook.

15. TELEPHONES

OOW is responsible and shall test the telephones:

Note:

Log above tests as completed in the Deck Logbook.

16. NAVIGATION LIGHTS

OOW shall test:

17. SIGNALING EQUIPMENT

Third Officers are responsible for:

Note:

Ensure Proper sets are on board and ready for use prior to getting underway and entering port.

18. WHISTLE, BELL, GONG, SHAPES & DAYLIGHT SIGNALLING LAMP

All vessels shall carry a whistle, bell and gong as applicable. (A whistle and bell for vessels of 12 meters or more in length and a gong for vessels of 100 meters or more in length.) Sound reception system if fitted to be checked for operation on weekly basis. All vessels shall carry the following shapes: Three balls, a cylinder and a diamond shape. All ships shall have on board an efficient daylight signalling lamp which shall not be solely dependent on the ship’s main source of electrical power. OOW is responsible and shall test the whistles:

CAUTION:

Never test whistles when a nearby vessel could mistake this test for a signal.

Note:

Log above tests as completed in the Deck Logbook.

Where roller guides and wires operate the whistle, these should be examined frequently to ensure easy operation. Electric and automatic whistles should be maintained according to manufacturer’s instructions. All the controls available on bridge wing for operation of various bridge equipment should be neatly marked. These controls shall be covered with waterproof canvas covers when not in use to prevent water ingress.

19. SHIP SECURITY ALERT SYSTEM (SSAS)

Note:

The SSAS is to be switched ON at all times on-board the vessel.

SSO is appointed as per SSP and is responsible for:

Note:

He shall refer to the SSAS Maker’s Manual for maintenance tasks and intervals.

20. AUTOMATED IDENTIFICATION SYSTEM (AIS)

20.1 General

Note:

The AIS shall be kept operational at all the times. Exceptions: When safety considerations prohibit its continued operation. eg During loading and discharging of volatile cargo in bulk.

The SSO shall inform the Port Facility Security Officer immediately before and after the activation and reactivation of the AIS. OOW shall check Static data, Voyage related data and Dynamic data.

20.2 Switching to Low Power Transmission Mode during cargo operation

OOW shall:

20.3 Limitations of AIS

OOW shall consider below points:

CAUTION:

Pay attention when an AIS target is not complemented by a radar target.

Note:

AIS will sometimes be able to detect targets which are in a radar shadow area.

20.4 Use of AIS for collision avoidance

AIS information may be used to assist collision avoidance decision making. It can assist as below:

OOW shall take following precautions:

CAUTION:

CPA/TCPA data from AIS must not be used to determine Risk of collision. ARPA/ Radar plotting technique or taking visual bearings using Gyro repeater should be methods employed to determine risk of collision and to determine risk of collision.

Use of AIS does not negate responsibility of OOW to comply COLREGS at all times.

Operation of AIS in US Waters:

Note:

The USCG requires ‘Speed over Ground’ input into the AIS.

All Ships calling US waters shall change-over their AIS to transmit the ‘Speed over ground’.

If equipment is not designed as such, contact technical superintendent.

Post a caution notice near the AIS unit, cautioning for switch-over to Speed over ground when entering US Waters.

CAUTION:

When AIS is displaying ‘Speed over ground’ Pay caution against using the data for collision avoidance (e.g. data feed to ARPA / relying on CPA-TCPA as calculated).

20.5 Transiting high risk areas

While transiting High Risk Areas security teams advise against:

Which may be used by the pirates in tracking the vessel.

21. VOYAGE DATA RECORDERS (VDR)

21.1 Action after an incident

Note:

The time for which all stored data items are retained should be at least 12 hours.

Where possible to continue voyage after incident - Master shall take a back-up of the data:

In the event of a major incident - Master or his designate shall:

Note:

If the ship’s emergency source of electrical power fails, VDR shall continue to record bridge audio from the dedicated reserve source of power for a period of 2 hours.

21.2 VDR Instructions

The Master shall ensure the proper instructions are displayed near the VDR as follows:

The OOW shall:

In case of any faults in the system which cannot be rectified, Master shall:

21.3 Annual Performance Check and Certification

Annual performance test shall be conducted by an approved testing or servicing facility to: verify the accuracy, duration and recoverability of the recorded data. Determine serviceability of all protective enclosures & devices fitted to aid location. Retain on board a copy of the certificate issued by the testing facility stating the date of compliance and the applicable performance standards. On Board Inspection. A suitably qualified/ experienced person on board shall inspect VDR to ensure following are in good condition and operational: batteries, enclosures, location aids. Follow manufacturer's instructions for above. Record completion of the maintenance in the planned maintenance system.

21.4 Training

During VDR Annual Performance Check, Master must request the attending technician to instruct all deck officers in: Use of the VDR, and Procedures for the recovery and preservation of the data in case of an accident.

21.5 VDR data download policy

Any data downloaded from the VDR / SVDR should NOT be handed over to any outside parties unless specifically advised by Head Office. VDR's shall be subjected to an annual performance test. The test shall be conducted by an Approved testing or servicing facility. A copy of the certificate of compliance issued by the Testing facility, stating the date of compliance and the applicable performance standards, shall be retained on board the ship.

Note:

VDR Data can also be downloaded for random analysis as required by company.

Ownership of VDR Information:

The ship owner will in all circumstances own the VDR and its information.

Recovery of VDR and relevant information:

Note:

Recovery of the VDR is conditional on the accessibility of the VDR or the information contained therein.

Master is responsible to:

Note:

In the case of abandonment of a vessel, Masters should, where time and other responsibilities permit, take the necessary steps to preserve the VDR information.

VDR input from Radar:

22. LONG RANGE IDENTIFICATION AND TRACKING SYSTEM (LRIT)

The terminal must be capable of being configured to transmit the following minimum information set in an Automatic Position Report (APR): The identity of the ship, The position of the ship, and The date and time of the position. In addition, the terminal must be able to respond to polling for an on-demand position report. See FOM 3.19 LRIT & BNWAS Additional Information for further details on LRIT.

23. BRIDGE NAVIGATION WATCH ALARM SYSTEM (BNWAS)

Operation:

No. Mode BNWAS is Required by Company
1 Manual ON Always in operation At all times when bridge is manned during underway or at anchor.
2 Manual OFF Turned off completely When the Bridge is not manned, e.g while vessel is alongside made fast to berth or to SBM.

CAUTION:

Automatic mode function if fitted must never be used.

Note:

Display a warning note to this effect near BNWAS to alert officers.

Only Master:

Note:

Record BNWAS Switch ON & OFF time in Deck Log Book with date, time & position.

Alarm Criteria: Display Equipment Specific Alarm criteria on the Bridge at prominent location close to the BNWAS console for clear understanding of the OOW.

Only Master has the authority to change the alarm timings as deemed necessary.

Master shall: Hand over Setting Key or password of the BNWAS during Change of Command. Record above in Master’s Handover Checklist.

Means of activating the reset function should only be available in positions on the bridge giving proper lookout and preferably adjacent to visual indication. It should not be possible to initiate BNWAS reset function or cancel audible alarm from place not physically located in areas of the bridge providing proper lookout. Some equipment is provided with emergency call facility to immediately activate 2nd and 3rd stage remote audible alarms by Emergency Call push button. This can help OOW to call more resources on bridge immediately.

Testing the Alarm:

The Second Officer:

Note:

Complete NAV-13 Bridge Daily Test and Checks each day at noon.

See FOM 3.19 LRIT & BNWAS Additional Information for more information regarding BNWAS.

24. ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM (ECDIS)

FOM 3.29 – ECDIS describes in details the Company’s ECDIS procedures.

25. BOW THRUSTER

Preparation before operation:

CAUTION:

When mooring hawser, floating pieces, etc are sucked into the thruster tunnel, abnormal noise and vibration are recognized and overload of the prime mover is occurred, please stop the operation immediately.

Note:

- Do not give sudden maximum pitch, this is to avoid power surge.

- Use of bow thrusters in ice is not recommended as it can cause damage to the thruster blades.

- On vessels fitted with bow thruster, additional tug should be used if Master deems it necessary due to light draft forward, strong winds / current or any other factors which may reduce the effectiveness of the bow thruster.

26. APPENDICES