Chapter 1

1.
The procedure of making a passage plan

from sea to berth
A ship's arrival maneuvering at the port is a critical part of
her voyage, and there needs some careful planning while
approaching. Failure in carrying out the appropriate
procedures might lead to disaster. Due to unsafe
navigational practice, many accidents happen each year,
causing loss of life and damage to property and
environment. To avoid catastrophic events while entering a
port limit, any prudent navigator, therefore, needs to make
arrangements and some essential preparation.
Even though it is not specifically mentioned in the ISM
Code, passage planning – and specifically a berth-to-
berth; passage plan (B2B) is one of the procedures for
which every auditor wishes to see proof of compliance.
While nobody will question that passage planning is

essential for conducting a safe voyage,
Questions can be raised about the format of the
passage plan.
Example of Passage Plan:
 C:\Users\DELL\Documents\Olah Gerak\OGPK\Chptr 1\DIST AND STEAMING
TABLE_Rev01.pdf
 C:\Users\DELL\Documents\Olah Gerak\OGPK\Chptr 1\PASSAGE PLAN-CL.pdf
 C:\Users\DELL\Documents\Olah Gerak\OGPK\Chptr 1\PASSAGE PLAN-Gen.pdf
 C:\Users\DELL\Documents\Olah Gerak\OGPK\Chptr 1\PASSAGE PLAN-PIdx.pdf
 C:\Users\DELL\Documents\Olah Gerak\OGPK\Chptr 1\PASSAGE PLAN-
SQD_Arr.pdf
SQD_Dep.pdf
UKC_Arr.pdf
UKC_Dep.pdf
2. Preparations for picking up a PILOT
Pilotage contributes to maritime safety in a number of
ways. Maritime Pilot possess high levels of local area
knowledge, ship handling skill and navigational experience.
Pilots come aboard ships to ensure the safe arrival and
departure of vessels from ports. Every year we hear about
traumatic events of pilots getting injured and even killed while
boarding & disembarking vessels. A high proportion of
accidents to pilots occur due to poorly designed access
arrangements or inadequately rigged equipment on board
ships.
It is therefore very important that the embarkation /
disembarkation of pilots is closely monitored by a
responsible officer, ensuring that SOLAS and SOLAS VGM
requirements are observed
Pilot boarding arrangements generally consists of a pilot
ladder and in case of excessive freeboard (greater than 9
m), a combination ladder (a combination of the pilot
ladder and accommodation ladder). The pilot normally
boards on the lee side of the ship. Therefore, the pilot
ladder and accommodation ladder should be ready for
use on either side of the ship.
Pilot Ladder use of Winch Reel :
 When winch reels are used for
lowering the pilot ladder the
construction should be at such a
position so that it will not obstruct
safe access to and from the ship.
 Even if the pilot ladder is stowed on
a winch reel, the pilot ladder
should always be secured to a
strong point that is independent of
the pilot ladder winch reel.
 Pilot
ladder winch reels can be
operated either manually or by
electric, hydraulic or pneumatic
means.
 Allpilot ladder winch reels should
have a means of prevention from
being accidentally operated.
 In some places, today pilots may use a helicopter for boarding and disembarking.
However, such a transfer should be carried out only when it can be conducted
safely. It is important that the pilots are trained in helicopter flight procedures,
embarkation and disembarkation including winching and safety and emergency
drills before undertaking helicopter transfers.
 A pilot should wear proper personal protective equipment especially a life jacket
and ear protection when in the helicopter. It is also important to train and brief the
deck crew before a helicopter transfer is conducted. All duties should be assigned
prior to the arrival of the helicopter. The deck crew should take every measure to
ensure the safe landing of the helicopter. Any loose object in the operation area
should be secured.
 Deck crew should keep in mind the dangers of static discharges from the winch
cable. It is therefore important to ground the cable line before the cable is
captured and offered to the pilot to avoid any injury. The officer of the watch
should be in continuous contact with the helicopter pilot. Instructions should be
clear and understood.
 A proper risk assessment should be carried out before a helicopter transfer takes
place so that any threats to the activity can be identified and mitigated and
control measures can be taken.
3. Steering at manual in ample time and
tested, second steering-gear power unit
should be in operation where possible
Ships steering gear consist of the machinery, rudder

actuators, steering gear power units, and the means of
applying torque to the rudder stock necessary for
effecting movements of the rudder.
 The OOW shall confirm the rudder operation by the Manual steering gear, at
least once a watch, and Every time Before the vessel enters Coastal,
Congested, or Confined waters or Area affected by Heavy weather.
 Before the vessel enters Congested / Confined waters or

during Heavy Weather, the OOW shall start an Additional
steering motor.
 The Officer of the watch shall confirm operation of the
rudder by the use of "Non-follow-up" steering system.
 The interval of Switching-over of Steering gear Power units

and Auto-pilot systems
The vessel shall prepare a ship specific steering gear
inspection check record and the crew shall inspect the
Steering gear compartment Once every day at sea.
Also, the results of this record are to be confirmed by the chief

engineer, and any remarkable observation should be reported to
the master immediately.
This record shall be kept on board for one year after the entry.
Items to be confirmed for inspection check record at
least:
 Amount of Hydraulic Oil in the tank (to be within the
manufacturer's recommended value)
 Temperature of Hydraulic oil in the tanks (to be within the
 SteeringGear Motors' Electric Currents are well within
manufacturer's recommended values
 Pressureof the Hydraulic cylinder (to be within the
 AllFilter indicators on Hydraulic oil lines showing clean visual
condition
 Flow indicator of Cooling water for the Rudder Neck Bearing
 Inspection
of the color of oil for Rudder Carrier Bearing. If the
greasing system is in place, then to ensure adequate
greasing carried out manually, at least once a day and in the
case of automatic system, replenish the grease in the
container
 Any leakage of water into Rudder Trunk (from sounding pipe if
fitted)
 Any leakage of Hydraulic oil
 Grease supply (to steering gear Roller Bearings and the Ram).
4. Anchors should be cleared and ready
for letting go
Anchoring is a critical shipboard operation.
Anchoring operations are planning consists of information,
instructions, and actions that contribute to a procedure for
maneuvering the vessel to the designated anchor position and
successfully anchoring in a safe, seaman-like manner taking the
prevailing weather conditions and sea state into consideration.
Proper planning and teamwork are the basis for a safe anchoring
operation.
There are a number of reasons why a vessel may wish to anchor,
such as:
 The berth or cargo is not available
 An amendment to the passage plan
 The pilot is not available / boarding delayed
 Machinery breakdown
 Awaiting good weather / adverse weather
 Voyage orders not available.
Improper anchoring has a consequence that the ship may get

into colliding with other vessels, or she may run aground and
cause damage to property and environment.
Preparing and lowering the anchor
Before arrival at or off the port the anchor party has been briefed, the
Officer in charge will first establish communication with the Bridge
before proceeding forward to prepared the both anchors those are to
be cleared ready for use.
Anchors should only be cleared when the water depth will allow
recovery of the anchor and cable if they are accidentally let go. An
anchor marking buoy is to be available and ready for use.
Under the direct supervision of the Officer in charge, the procedure for
preparing and lowering the anchors can be completed. Particular care
must be taken when the weight of the cable is secured by the windlass
brake only. The anchor party must be alert to any changing
circumstances.
Clearing the anchor(s) for arrival :
 Ensure power is on to forward windlass
 Ensure the break is applied and windlass
is in gear
 Remove the guillotine bar or bow
stopper and anchor lashings release the
brake
 Lower anchor(s) clear of the hawse pipe
 Report to the bridge "anchor(s) clear of
hawse pipe and ready for letting go" Fig: Anchoring terms
 Await further instructions from the bridge.
The windlass should be out of gear, and the brake applied. Throughout
anchor period the appropriate anchor signals are to be used (ball, lights,
bell, and gong).
5. Approaching the pilot station, taking account of
wind and tidal set
6. The ship’s speed should be reduced to a suitable
speed for the pilot boat to come alongside
7. Extra care should be taken after dropping the
pilot until clear of inward ships maneuvering to
embark pilots
8. Plans maneuvers for the embarking and
disembarking of pilots under varying
environmental conditions

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1.

The procedure of making a passage plan

While nobody will question that passage planning is

Ships steering gear consist of the machinery, rudder

 Before the vessel enters Congested / Confined waters or

 The interval of Switching-over of Steering gear Power units

Also, the results of this record are to be confirmed by the chief

 Any leakage of Hydraulic oil

Improper anchoring has a consequence that the ship may get

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