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33 Code of Federal Regulations 164.25 (please see below)states no person may cause a vessel to enter into or get underway on the navigable waters of the United States unless no more than 12 hours before entering or getting underway, the main steering gear is tested from the alternative power supply (emergency generator), if installed.

Details

Masters and/or operators of vessels are reminded that it is their responsibility to ensure that the vessel is in compliance with 33 Code of Federal Regulations part 164 (Navigation Safety Regulations) prior to entering or being operated on the navigable waters of the United States. Failure to ensure compliance with these regulations subjects the vessel to a civil penalty for each violation.

However, it is not the Captain of the Port New Orleans' intention to issue monetary fines, just gain compliance with the rules and regulations to safely operate on the navigable waters of the United States.

Title 33: Navigation and Navigable Waters - PART 164—NAVIGATION SAFETY REGULATIONS § 164.25 Tests before entering or getting underway.

(a) Except as provided in paragraphs (b) and (c) of this section no person may cause a vessel to enter into or get underway on the navigable waters of the United States unless no more than 12 hours before entering or getting underway, the following equipment has been tested:

(1) Primary and secondary steering gear. The test procedure includes a visual inspection of the steering gear and its connecting linkage, and, where applicable, the operation of the following:

• Each remote steering gear control system

• Each steering position located on the navigating bridge

• The main steering gear from the alternative power supply, if installed

• Each rudder angle indicator in relation to the actual position of the rudder

• Each remote steering gear control system power failure alarm

• Each remote steering gear power unit failure alarm

• The full movement of the rudder to the required capabilities of the steering gear.

(2) All internal vessel control communications and vessel control alarms.

(3) Standby or emergency generator, for as long as necessary to show proper functioning, including steady state temperature and pressure readings.

(4) Storage batteries for emergency lighting and power systems in vessel control and propulsion machinery spaces.

(5) Main propulsion machinery, ahead and astern.

(b) Vessels navigating on the Great Lakes and their connecting and tributary waters, having once completed the test requirements of this subpart, are considered to remain in compliance until arriving at the next port of call on the Great Lakes.

THOME

SHIP MANAGEMENT PTE LTD

OMD Document No. 010 Navigation Equipment

CONTROLLED Revision: 14 Nov 2012

Approved by DPA/DMR (c) Vessels entering the Great Lakes from the St. Lawrence Seaway are considered to be in compliance with this sub-part if the required tests are conducted preparatory to or during the passage of the St. Lawrence Seaway or within one hour of passing Wolfe Island.

(d) No vessel may enter, or be operated on the navigable waters of the United States unless the emergency steering drill described below has been conducted within 48 hours prior to entry and logged in the vessel logbook, unless the drill is conducted and logged on a regular basis at least once every three months. This drill must include at a minimum the following:

• Operation of the main steering gear from within the steering gear compartment.

• Operation of the means of communications between the navigating bridge and the steering compartment.

• Operation of the alternative power supply for the steering gear if the vessel is so equipped.

10.4 G

M

C

It is recommended that the gyro compass should be run continuously. Should it stop for any reason, it should be restarted and subsequently checked before use to ensure it has 'settled' and is reading correctly.

Where there is a scheduled power outage then switch the gyro off to protect it. After any scheduled or unscheduled power outage the gyro must be checked frequently to ensure it has settled.

Latitude and speed corrections should be applied to the gyro compass by a designated officer.

Repeaters should be synchronised with the gyro at least once a watch. The gyro alarm should be checked daily. As a safeguard against the gyro and gyro repeaters wandering, frequent checks should be made between the magnetic and gyro compasses. Care should be taken to monitor errors induced by the ship's manoeuvring as such errors can reach 5 degrees or more. As far as practicable, compass errors should be checked and recorded each watch using either azimuth or transit bearing, or by comparison with the magnetic compass.

All liquid magnetic compasses should be checked regularly for air bubbles. They should be covered at all times when not in use.

Gyro & Magnetic compasses are to be serviced / calibrated by a qualified technician / Compass Adjuster once every year.

Magnetic compasses will be adjusted whenever significant deviation occurs.

Where fitted as a standby system, the magnetic compass control of the automatic pilot should be tested and exercised not less than once a week and in clear visibility.

10.5 C

/ C

Where necessary, chronometers should be wound daily at the same time and checked with a radio time signal. The chronometer error should be recorded on the ship's chronometer rate card and the Master informed of any unusual change in rate. Where quartz or electronic chronometers are fitted, batteries should be changed at the manufacturer's recommended intervals and a record kept.

Prior to getting underway, as part of the Bridge Equipment Tests, clocks shall be compared and synchronised, and the synchronisation entered in the Deck Logbook. Bridge and engine room clocks shall also be synchronised daily at noon and prior to arrival. The engine room must be notified whenever necessary to ensure that engine room and Bridge clocks are synchronised.

When it is necessary to advance or retard vessel clocks, all clocks shall be advanced or retarded at the same time, i.e. the Bridge clock, chartroom clock and engine room clock shall always indicate the

THOME

SHIP MANAGEMENT PTE LTD

OMD Document No. 010 Navigation Equipment

CONTROLLED Revision: 14 Nov 2012

Approved by DPA/DMR same time. Time zone changes, and any time changes due to Daylight Savings Time, shall be logged when made.

10.6 E

S

The echo sounder should be used, both when making a landfall and in coastal waters, and particularly in areas where charted depths must be treated with caution.

When approaching sounding depths, the echo sounder should be switched on in ample time, and the operator should ensure that a zero mark is recorded. The echo sounder should be operated on all ranges and scales regularly until a sounding is obtained. Care should be taken to check whether units of soundings on the echo sounder are different from those on the chart in use.

The time of crossing the more important depth contours should be recorded in the deck log, with the distance recorder reading

Whenever the echo sounder is used a notation should be made on the recording paper of the vessel position and time.

SOLAS requires the echo sounder be checked against known or charted depths on each and every voyage.

10.7 S

/ D

R

The speed/distance recorder should be operated as soon as it is practicable to do so.

Readings of distance through the water should be entered in the deck log at the end of each watch and at times of establishing positions (where these are recorded in the deck log) and when course or speed is altered. Readings should be entered on the chart alongside the ship's position.

10.8 E

P

F

A

Electronic position fixing aids shall be tested and aligned prior to getting underway.

Electronic position fixing aids should be employed in conjunction with other available aids to navigation. The Officer of the Watch should be thoroughly familiar with their use and limitations, including the application of corrections to readings.

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

GPS positions are referenced to the World Geodetic System 1984 Datum (WGS 84) and it is recommended that the GPS receiver is maintained referenced to that datum.

This may not be the same as the horizontal datum of the chart in use, meaning that the position when plotted may be in error. The receiver may convert the position to other datum; however these facilities should be used with caution. In this case the observers must ensure that they are aware of the datum of the displayed position. Where the difference in datums is known, a note on the chart provides the offset to apply to positions referenced to WGS 84 for plotting on the chart, but where this offset is not provided, the accuracy of the plotted position should be treated with caution. DGPS positions are normally referenced to WGS 84 though regional datums, corresponding to WGS 84, may be used [e.g. North American Datum 1983 (NAD 83) in the USA] and European Terrestrial Reference System 1989 (ETRS 89).

Many areas of the world have not been surveyed to modern standards hence the positional accuracy of the charted detail on the paper chart, Raster chart or ENC may not be as accurate as the GNSS

THOME

SHIP MANAGEMENT PTE LTD

OMD Document No. 010 Navigation Equipment

CONTROLLED Revision: 14 Nov 2012

Approved by DPA/DMR (Global Navigation Satellite System) receiver derived position. Masters and Navigating Officers should allow a sensible safety margin to account for any such discrepancies.

The prudent navigator should never rely totally on GNSS navigation and should regularly cross check the ship’s position using other means particularly in areas where the charts are based on old surveys.

Navigating Officers must read the note on satellite-derived positions on the Admiralty charts for more information. Further information can be found in the Mariner’s Handbook (NP 100) and in Annual Summary of Admiralty Notices to Mariners, No19.

Volume 2 of The Admiralty List of Radio Signals published by UKHO contains full descriptions of all GNSS systems, with notes on their correct use and limitations. Also included are descriptions and examples of over-reliance on GNSS, and a full account of the problems caused by differing horizontal datums. All Masters and navigational Officers using satellite navigation systems are strongly advised to study the information and follow the advice contained in this publication.

10.9 G

A

The Deck Watch Officer is responsible for and must test the vessel's General Alarm system prior to getting underway, at noon each day at sea, and prior to entering restricted waters. These tests shall be logged as completed.

10.10 R

Prior to getting underway, Bridge V.H.F. radios shall be checked to ensure that they are operational on the proper channel(s).

• The GMGSS System operational

• The AIS operational

Bridge radio equipment use should be restricted to distress traffic, navigational safety, and official Company business. Transmissions shall be kept to a minimum. With the Master's permission, this equipment may be used for public correspondence.

Bridge-to-Bridge VHF Channel 13 use is mandatory for all vessels in U.S. waters.

Deck Watch Officers must feel free to use Bridge radio equipment as needed, especially to determine other vessels' manoeuvring intentions and to announce their own vessel's intentions.

All Deck Watch Officers must know the different VHF channels used for the services they may need, whether vessel-to-vessel or otherwise.

A continuous listening watch shall be maintained at sea on the approved distress frequencies.