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NAVIGATION MANUAL

Ch. 02 BRIDGE RESOURCE MANAGEMENT

Rev.No. 6

Date 28-Oct-16

of 17

2.1 NAVIGATION SAFETY & BRIDGE RESOURCE MANAGEMENT

Bridge watch keeping is the most important activity conducted at sea. Upon the watch keeper’s

diligence rests the SAFETY of the ship, her entire crew, the cargo and the environment.

It is a demanding activity, requires support, encouragement, motivation, self-discipline and a high

standard of professionalism.

2.2 GENERAL

The reference publication – Bridge Procedures Guide (ICS) is carried onboard all vessels. This guide

is an important part of the Company’s instructions and its contents must be understood by all bridge

watch keepers.

Go Situation

Following are few of the criteria which may be considered to have been met when in a ‘go’ situation:

Authorisation received from port authority.

Pre-departure or arrival checks are completed satisfactorily.

Weather conditions are acceptable.

Equipment is operational.

Vessel is sea-worthy.

No Go Situation

Following are few of the criteria which if met can be considered to be in a ‘No go’ situation:

No authorisation from port authorities.

Critical Equipment or Machinery is not working.

Vessel is un-seaworthy.

Adverse weather conditions where the safety of the crew, vessel or cargo would be at risk.

Not complying with Company's minimum Navigational requirement

2.3 BRIDGE TEAM MANAGEMENT

Bridge Team Management is the use of all physical and personnel assets and the creation of an

environment to maximise their effectiveness.

The primary goal of Bridge Team Management is the elimination of ‘one person errors’. All members

of the Bridge Team are to keep themselves aware of all vessel operations. Pilots play a critical role

within the Bridge Team. It is the responsibility of the Bridge Team to assist the pilot to work within the

Team.

Uncontrolled when Printed

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2.4 BRIDGE ORGANISATION

The competence and vigilance of the O.O.W. provides the most direct means of avoiding dangerous

situations. Analysis of navigational casualties shows that weaknesses in bridge organisation are

frequently a contributory cause. Clearly defined procedures understood by all involved are essential.

An efficient bridge organisation will:

Minimise the risk that an error by one person will have.

Emphasise the need to maintain a visual lookout.

Require the use of all means of establishing the ship’s position so that in the case of one

method becoming unreliable others are immediately available. This to include sights and

visual bearings.

Make use of passage planning and navigational systems, which allow continuous monitoring

and detection of deviation from track when in coastal waters.

Ensure that all instrument errors are known and correctly applied.

Accept the Pilot as a valuable addition to a Bridge Team.

These procedures can only be achieved by each member of the Bridge Team realising that he

has a vital part to play in the safe navigation of the ship and that safety depends upon all

personnel playing their part to the utmost of their ability.

Junior team members must never hesitate to question a decision if they consider that such a decision

is not in the best interests of the ship.

2.5 BRIDGE TEAM

2.5.1 General

The Master must be satisfied that the experience of the people is appropriate for the intended

passage.

In areas of restricted passage, restricted visibility, adverse weather and extended Pilotages such as

river passages, the Bridge Team is to be established to allow for adequate relief and rest, and in this

case consideration must be given to the Watch Officers being divided into two teams working

alternately.

When in restricted waters the Bridge Team must not be relieved at the same time, and no relief must

take place within 15 minutes before or after the Pilot boards or when a course alteration is being

executed.

In determining that the composition of the navigational watch is adequate to allow a proper lookout to

be continuously maintained, the Master should take into account all relevant factors as per BPG

Section 1.2.1.

Bridge watches shall be set and manned with consideration to prevailing and anticipated navigational

situations:

Bridge Watch Level I: (OOW)


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This watch has only one licensed navigating officer on the bridge. The officer is assigned to the watch

by the Master. Officer of the watch may be the sole watch keeper during daylight hours provided the

conditions for sole lookout as given in 2.5.3.1 have been met. Bridge team shall comprise of the

OOW and a lookout for the period between sunset and sunrise.

Bridge Watch Level II: (Master + OOW + Lookout + Helmsman)

This watch has two licensed officers a Lookout and Helmsman (if vessel on hand steering) on the

bridge. Though the senior officer usually is the Master, under special circumstances the Master may

delegate authority to another officer. By doing so the master does not delegate responsibility.

Bridge Watch Level III: (Master, OOW + additional officer + helmsman + lookout)

This watch has three licensed officers on the bridge a Lookout and Helmsman (if vessel on hand

steering).

This watch requires two licensed officers other than the Master on the bridge. The senior officer is

always the Master. The Master takes the conn.

Engine Room watch keeping Team:

Watch Level 1: (Duty Engineer + Duty Oiler)

Engine team shall comprise of the Duty Engineer and a Duty oiler for any period.

Watch Level 2: (C/Eng + Duty Engineer + Duty Oiler)

The Chief Engineer will take charge of the engine room whenever the engines are on stand by.

For those occasions when the engines are on stand by for prolonged periods such as river Passages,

canal transits or poor visibility the Chief engineer may delegate this responsibility to the Second

Engineer.

The Chief Engineer will ensure, whenever the main engines are placed on stand by, sufficient

electrical generators are run in parallel to share the electrical load. Thus, loss of one machine will not

result in total loss of electrical power. Stand by conditions will include the following:

- Navigation in harbours, rivers, canals, anchorages or their approaches.

- Navigation in ice or restricted visibility.

- Navigation in Special Areas.

- Any other Situation as deemed necessary by the master, including:

- Navigation in Traffic Separation Schemes;

- Navigation in Coastal or Restricted Waters.

The Chief Engineer shall ensure that Engine Department manning is adequate for safe operation of

machinery and assign extra personnel, if required. The minimum manning level for Engine Room

during Navigation is given in the “Manning Level Matrix”.


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Electrical Officer shall be in attendance in the Engine Room at all times when the vessel is entering or

leaving port, or maneuvering.

Bridge Steaming Watches - Manning

Minimum Manning Level

Bridge team composition shall be at a minimum level as set out in the "Manning Level Matrix"

included with this procedure.

In any of the following watch conditions it is the responsibility of the officer in charge of the watch to

ensure that sufficient unlicensed personnel are present on watch to handle all the requirements of

safety.

Helmsman (unlicensed):

Bridge watch officers must see that the vessel is properly steered. Helmsman must be supervised to

assure their understanding of and their ability to execute steering orders properly. The helmsman will

have no other duties when assigned to the helm. The helmsman cannot be a lookout. The Master

must see that a regular training program for helmsman is established when necessary.

Lookout (unlicensed):

It is the Master’s responsibility to assign qualified lookout personnel for each watch.

It is the duty of the Officer of the Watch to ensure that a proper lookout, in compliance with Rule 5 of

Navigation Rules for International and Inland Waters is maintained at all times.

Officers' duties Bridge Watch Level I

The vessel shall be navigated according to the Rules of the Road, as dictated by the requirements of

good seamanship, regulation, and company procedures.

The Master is responsible that their vessels navigate with adequate under-keel clearance at all times,

making due allowance for all the factors that are likely to reduce the depth beneath the keel. All

navigating officers must take account of these restrictions throughout the navigation of the vessel.

The navigating officer must include the under-keel clearance on the passage plan.

Officers' duties Bridge Watch Level II

This watch has two licensed officers on the bridge. Though one officer is usually the Master, under

special circumstances the Master may delegate this post to the Chief Mate or may delegate authority

to another officer.

The Master or the delegated chief officer is the conning officer and is to coordinate and supervise the

overall watch organization, regulate the vessel's course and speed, supervise the safe navigation of

the vessel, and comply with the Rules of the Road.


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The watch officer is to be primarily concerned with the safe navigation of the vessel and collision

avoidance with responsibilities detailed below:

1. Operate the radars and plot the CPAs, course and speed of all closing targets or others as

designated by the conning officer. Report all plotted information to the conning officer and be

certain that the conning officer acknowledges it correctly. The first priority will be given to

developing maximum information on nearby closing targets, then on to more distant targets

which display constant or near constant bearings.

2. Maintain a navigation plot as per Master’s standing orders and company procedures.

3. Acknowledge engine orders to the conning officer, operate the engine bridge control, check

engine room acknowledgements and/or engine response and ensure required engine

performance is maintained.

4. Ensure proper execution of steering orders.

5. Coordinate bridge to bridge and ship to shore communications.

6. Properly maintain all bridge logs and records.

7. Other duties as prescribed by conning officer.

Officers' duties Bridge Watch Level III

This watch has three licensed navigating officers on the bridge. Though one officer is usually the

Master, under special circumstances the Master may delegate this post to the Chief Mate and under

extra special circumstances, the Master may delegate authority to another officer.

The Master or the delegated Officer acting as the conning officer is to coordinate and supervise the

overall watch organization, regulate the vessel's course and speed, supervise the safe navigation of

the vessel, and comply with the Rules of the Road.

The Officer of the Watch is to be the primary navigational officer with communication and additional

duties as outlined below:

1. Maintain a navigation plot as Master’s standing orders and company procedures.

2. Acknowledge engine orders to the conning officer, operate the engine bridge control, check

engine room acknowledgements and/or engine response and ensure that the required engine

performance is being maintained.

3. Ensure the proper execution of steering orders.

4. Coordinate bridge to bridge, ship to shore, and ship to ship communications.

5. Properly maintain all bridge logs and records.

6. Other duties as prescribed by the conning officer.

The additional officer is to be the primarily concerned with collision avoidance and radar operation.

This officer will have no other duties than the below:

1. Operate the radars and plot the CPA's, course and speed of all closing targets or others as



developing maximum information on nearby closing targets, then on more distant targets



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2. Other duties as prescribed by the conning officer.

Notice during BW II & III Levels

In some cases, while on BW II or III, the additional officer may be required to take care of duties away

from the bridge (I.e. Assisting with Pilotage arrangements, hoisting signals. etc.)

In such cases deviation from this requirement can only be permitted after the Master, in conjunction

with the Officer of the Watch, has carefully evaluated the navigational circumstances and considered

it safe for the additional officer to leave the bridge for a short period.

Manning Level Matrix

Primary Conditions Bridge Watch Level Engine Watch Level

Open Waters

Clear weather, little or no traffic I I

Clear weather, higher density traffic II I

Restricted visibility, little or no traffic II I or II

Restricted visibility, higher density traffic II or III I or II

Restricted Waters ( limited maneuvering

room)

Clear weather, little or no traffic II I or II

Clear weather, higher density traffic II or III I or II



Entering or leaving port

Clear weather, little or no traffic II or III II

Clear weather, higher density traffic II or III II

Restricted visibility, little or no traffic II or III II

Restricted visibility, higher density traffic II or III II

Any Time Following Conditions Exist

High navigational intensity plus collision

avoidance II or III II

STS run in/run out & maneuvering alongside II or III II

Navigation special areas (Refer to

section 2.5.1.1 for details) III II

Bridge Team Duties Matrix

Con Traffic/Comms Navigation Other Duties Helm Lookout

Tasks Con Radar & External Fix Ship's Tend EOT, Monitor Helm and Steer Keep


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Ship ARPA Comms Position Engine, Keep Logs,

Equipment Tests/Checks

Ship Lookout

BW I OOW OOW OOW OOW OOW ---------- Lookout

BW II Master OOW OOW OOW OOW Steer Lookout

BW III Master OOW Monitor Monitor Monitor Steer Lookout

Whilst in restricted waters the Master must ensure that only experienced qualified helmsmen are

employed. Wherever possible (i.e. on short passages less than 2 hrs) the same helmsman is to be

used from the time of commencing hand steering to “all fast” or time of engaging Autopilot. On longer

passages it will be necessary for the helmsman to be relieved and this must only be undertaken when

the vessel is steady on course with no imminent manoeuvres. The Master and Pilot must agree that it

is safe to change the helmsman prior to this being carried out. Helmsman duties shall be performed

continuously for a maximum of 2Hrs. In any case ‘Rest Hours’ requirements have to be complied with

at all times.

The following Guidelines shows a table where the helmsman is employed for 2 Hrs

AB1 AB2 AB1 AB2 AB3 AB2 AB1 AB3 AB1 AB3 AB2 AB3

Based on the above table each AB can chose rest periods as follows :

AB1 – 2Hrs Rest / 6Hrs Rest / 2Hrs Rest / 6Hrs Rest

AB2 – 2Hrs Rest (Continuous 4Hrs Rest) / 2Hrs Rest / 2Hrs Rest / 8Hrs Rest / 2Hrs (Continuous 4Hrs

Rest)

AB3 – 8Hrs Rest / 4Hrs Rest / 2Hrs Rest / 2Hrs Rest

Manning Level Matrix – At Anchor

Primary Conditions Bridge Watch Level Engine Watch Level

Anchor

Clear weather, little or no traffic I I

Clear weather, higher density traffic I or II I



2.5.1.1 Navigation special areas:

For the purpose of this section, a Navigation Special Area is defined as an area that requires extra

caution to be exercised in the navigation of the ship, due to limited sea room for manoeuvring caused

by the proximity of navigational hazards and/or heavy traffic.

The following have been currently identified as Special Areas:


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Approaches to Bosphorus and Dardanelles;

Approaches to Delaware River;

Dover Straits;

Approaches to Galveston / Houston Ship Channel

Gilbraltar, Straits of;

Hong Kong Channel;

Malacca Straits in the vicinity of One Fathom Bank TSS;

Singapore Straits, Pulau lyu Kecil to Horsburg lighthouse;

Gulf of Suez - Off Shaker island to Precautionary area off Ras Shukeir;

Approaches to the Mississippi River;

Torres Strait;

TSS off Sound;

All other areas / channels / straits which, in the opinion of Master, present or could present

navigational hazards.

While navigating in special areas, the Bridge team shall comprise of the officer of the watch, the

master, an additional navigating officer, a lookout and helmsman. (Watch Level 3)

Master shall provide clear guidance to the officers regarding their responsibility on bridge when

navigating in special areas. Following is the company guidelines:

The conning officer shall be responsible for:

Overall bridge organisation

Safety of navigation

Vessel’s course and (safe) speed

Periodically confirm the vessel’s position on the chart as a cross-check (to avoid one man

errors)

Verify the radar plot by correlation with visual observations

The officer of the watch*, present on the bridge before the transition to navigation special areas, shall be responsible for:

Maintain a navigation plot as per Master’s standing orders and company procedures.

Acknowledge engine orders to the conning officer, operate the engine bridge control, check

engine room acknowledgements and/or engine response and ensure that the required engine

performance is being maintained.

Ensure the proper execution of steering orders.

Coordinate bridge to bridge, ship to shore, and ship to ship communications.

Properly maintain all bridge logs and records.

Other duties as prescribed by the conning officer.


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The additional officer * shall be responsible for:

Operating the vessel’s visual and sound signalling appliances, as required by the conning

officer.

Operate the radars and plot the CPA's, course and speed of all closing targets or others as



developing maximum information on nearby closing targets, then on more distant targets


Other duties as prescribed by the conning officer.

The helmsman shall be engaged on steering duties. The additional lookout(s) shall maintain lookout

by sight and hearing.

* Under certain conditions, and particularly where there is significant disparity in the experience of the

two officers, it may be preferable to assign the more senior officer to the collision avoidance role. The

specific allocation of duties to the two officers is designed to avoid confusion in the conduct of the

bridge watch. This however does not preclude the cross checking of position fixes and anti-collision

plots by members of the bridge team, to avoid one-man errors. Such checks are particularly valuable

when performed in a controlled and pre-determined manner.

When the vessel’s passage includes transit through Navigation Special Areas, then Master shall send

to office the passage plan for transit through such Special Areas, whenever requested by the Marine

Superintendent. This shall be complied with immediately on departure from the last port. This action

does not in any way exonerate the Master from his primary responsibility to plan and execute the

intended Passage Plan safely. Recommendations from the Superintendent may be considered at the

discretion of the Master.

A navigation meeting shall be held not later than 12 hours prior a vessel’s entry into navigation special

areas.

The Master shall be present on the bridge, during the entire period of the transit. However, in order to

relieve fatigue, depending on the circumstances, he may delegate the conn of the vessel to the Chief

Officer.

Prior entry into a navigation special area, the main engine shall be placed on stand-by and be ready

for manoeuvring on heavy oil.

The Stand By generator shall be on load.

At least two steering motors shall be in operation, when such units are capable of simultaneous

operation.

In shallow areas (when depth less than 50 mtrs), the Echo sounder to be switched on.

Vessel’s position fixes shall be cross – checked to ascertain reliability of alternative fixing methods.

The position fixing intervals and methods shall comply with the company requirements.


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Parallel indexing technique must be utilised using fixed objects.

Prior transiting through Navigation Special areas, the Master shall ensure that a Contingency Plan is

available for each special area. This should be included in the passage plan, and that the salient

features of the contingency plan are clearly indicated on the charts.

2.5.2 Master on the Bridge

The Master or his deputy must always be present on the bridge:

Whenever called by the OOW.

During periods of restricted visibility as determined by the Master.

When there is heavy traffic in the vicinity of the vessel as determined by the Master.

While underway in restricted waters.

During heavy weather conditions.

When entering or leaving port, docking, undocking, or shifting the vessel.

When embarking or disembarking a Pilot or Mooring Master.

When anchoring or weighing anchor.

At any other time when the Master or Officer of the Watch judges conditions to be a potential

threat to the vessel’s safety.

During extended pilotages the Master is not expected to remain continuously on the bridge as part of

the watch but he shall exercise his discretion judiciously.

Whenever there is change of con there should be clear and explicit communication among bridge

team members indicating the change of con and same to be recorded in movement book / log book"

2.5.3 Look-Outs

It is of special importance that at all times the O.O.W. ensures that an efficient lookout is maintained.

In a ship with a separate chart room, the O.O.W. may visit the chart room, when essential, for a short

period for the necessary performance of his navigational duties. Before doing so he shall satisfy

himself that it is safe and ensure that an efficient lookout is maintained.

A continuous visual lookout all-round the horizon and listening watch (including both sound signals

and radio messages) is to be maintained at all times. A constant watch solely by radar is not

acceptable as an efficient lookout. During the hours of darkness and restricted visibility, a rating is to

be appointed lookout in addition to the O.O.W. He must remain on the bridge for the entire duration

of his watch and may only leave the bridge having first been relieved of his post. The relieving watch

keepers to be woken up by telephone call system or alarm clocks.

In maintaining a lookout the following shall be observed:

The lookout must be able to give full attention to the keeping of a proper lookout and no other

duties shall be undertaken or assigned which could interfere with that task;

The duties of the lookout and helmsman are separate and the helmsman is not to be

considered as the lookout whilst steering.


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The OOW must ensure that look-outs clearly understand their duties including the system of reporting

and that all reports are passed to the O.O.W and/or the Master (if he has taken charge of the bridge).

During daylight and when automatic steering is in use and no helmsman is present on the bridge, a

member of the watch must always be stationed nearby. At the Master’s discretion during working

hours, this man may be employed on suitable work in the vicinity of the bridge. At night, he must

serve as the bridge lookout and he must not leave his station without being relieved. Uncertified

personnel such as cadets should not be considered as replacement for look out.

2.5.3.1 OOW as the Sole Lookout

Under the STCW code, the officer of the watch may be the sole lookout during daylight hours only,

provided that on each occasion the following conditions have been met:

1. The situation has been carefully assessed, taking into account at least the following

factors, and it has been considered safe to operate with the OOW as the sole lookout.

Such assessment will include consideration of:

– State of weather;

– Visibility;

– Traffic density;

– Proximity of dangers of navigation;

– Proximity to traffic separation schemes.

2. The Master shall additionally satisfy himself that:

– The officer of the watch is sufficiently rested prior commencing his watch.

– In the judgement of the officer of the watch, the anticipated workload is within his

capacity to maintain a proper lookout whilst remaining in full control of all other

anticipated activities.

– Back up assistance to the officer of the watch has been clearly designated.

– The officer of the watch is aware of the designated back up, the circumstances in

which the back up must be called and the means of calling him.

– Designated back-up personnel are able to communicate with the bridge and are able

to respond quickly.

– All essential equipment and alarms on the bridge are fully functional

The Officer of the Watch shall not be the sole lookout in Coastal or Restricted Waters.

2.5.4 Individual Qualifications and Fitness

It is essential that Masters take into account the qualifications and experience of individual watch

keepers when planning the bridge team for certain conditions. This applies to all members of the

bridge team. The person in charge of the bridge team at any particular time must be capable of

making the necessary navigational and operational decisions.

Watch officers must be frequently observed by the Master to ensure that they are:

Proficient in radar operation, plotting and parallel indexing.


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Capable of using all of the vessel’s navigational instruments and Bridge equipment including

sextants and magnetic compass.

Thoroughly familiar with the duties to be performed under the different Bridge Watch

conditions.

Similarly the Master and Watch officers must frequently observe and assess the abilities of the other

bridge team members such as the helmsman and lookouts to ensure a satisfactory level of

competence.

2.5.5 Assigning Duties

It is essential that Masters provide clear and unambiguous instructions to members of the bridge team

on the duties that they are expected to perform. Each individual must clearly understand what his

responsibilities are.

It is the Master’s responsibility to ensure that all personnel, including Watch Officers and unlicensed

Seamen, who may be assigned to any duty station in any bridge watch, fully understand the duties

which they are expected to perform.

2.5.6 Prioritising Tasks

The Bridge Team must understand the need to prioritise tasks in the order of importance and the

need for the emphasis on safety. It is essential that team members do not get engrossed and totally

involved in a minor item such as unimportant VHF call to the detriment of safe navigation.

The need for constantly re-appraising priority must be realised.

2.5.7 Assigning Watch Locations

At all times when the vessel is at sea or at anchor, the Bridge Watch must be under the control of a

responsible, licensed Watch Officer who is signed on as a Watch Officer. The Watch Officer must not

leave the Bridge unless properly relieved.

2.5.8 Task Reassignment

Although Masters remain responsible for their vessel at all times, conditions may arise under which

Masters must rest or attend to other responsibilities. Masters, therefore, must pre-plan their presence

on the bridge and consider delegating their authority to a Watch Officer in order to allow themselves

adequate rest.

At the Master’s discretion, Watch Offices are to be rotated to ensure cross training and meeting the

development needs of the officers.

Each Bridge Team member must be conscious of the inherent stress and distractions in Bridge

situations. Stress affects each individual differently. Stress levels may increase or decrease the

effectiveness in performing tasks on the Bridge. Team members need to be aware of how stress

affects other Team members. Bridge tasks may need to be reassigned or changed, depending on the


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stress levels and the personnel involved. Tasks that are stressful to one person may not be stressful

to another.

Signs of stress include:

Difficulty in thinking;

Inattention;

Slow reactions;

Procedural violations or skipping procedures;

Muscle aches, chills;

Pale complexion, dull or bloodshot eyes.

2.6 FITNESS FOR DUTY

The watch system shall be such that the efficiency of watch keeping officers and watch keeping

ratings is not impaired by fatigue. Duties are to be so organised that the first watch at the

commencement of a voyage and the subsequent relieving watches are sufficiently rested and

otherwise fit for duty.

2.7 FITNESS OF MASTER

When the OOW reasonably believes that the Master is under the influence of alcohol and/or any

narcotics, then the Chief Officer is to be informed. If necessary the Chief Officer is to:

1. Temporarily take charge of the vessel to avoid any immediate danger.

2. Immediately notify the DPA/Company and follow instructions including entries in the official logs

as necessary.

2.8 COLLISION AVOIDANCE

The O.O.W. is to take frequent and accurate compass bearings of approaching ships as a means of

early detection of risk of collision, such risk may sometimes exist when an appreciable bearing

change is evident particularly when approaching a large vessel or a tow or when approaching a ship

at close range. He is to take early and positive action in accordance with the applicable Collision

Regulations and then confirm that such action is having the desired effect. Full use is to be made of

radar and ARPA in assessing if risk of collision exists. O.O.W. must not become complacent and rely

solely on information from ARPAs. He must be aware of and appreciate the importance of knowing

the vessel characteristics. This will help him to identify safe cut-off time to take appropriate action to

avoid collision. TCPA is the most appropriate tool to decide the cut off time to take early action and

also decide when to call master.

Defensive navigation should be considered in every aspect of collision avoidance. The officer of the

watch should plan well in advance to position the vessel in safe situation. One such example of

defensive navigation is deviating from the intended track to give wide margin for cluster of fishing

vessels, even if this should cost them some additional miles.

Where collision avoidance action is required, he shall not hesitate to take early and clear action, even

if the own vessel is a stand-on vessel.


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2.9 Electronic Charts and Navigation Aids

Where vessels are fitted with facilities for electronic charts or other radar aids where navigational

routes / grid lines can be used, this facility must be fully utilised. Great care is to be taken when using

such systems and this must be supported by basic navigation. Over reliance on electronic systems

has led to a number of radar, GPS or ECDIS assisted collision or groundings. Basic good

seamanship is essential and must not be forgotten.

2.10 POSITIONS REPORTING SYSTEMS

The position reporting systems e.g. AMVER (USCG), AUSREP (Australia), JASREP (Japan) and

INSPIRES (India) operated by various Governments or Administrations make a valuable contribution

to the search and rescue arrangements existing for the benefit of shipping and seafarers in general. It

should be noted that use in some cases is mandatory.

When undertaking Ocean Passages ships must participate in these schemes and the Master is to

follow the procedures referred to in the Radio Signals and Admiralty Annual Notices to Mariners.

Masters must also comply with all reporting requirements associated with Traffic Separation Schemes

and Port Control.

The Navigating Officer as part of his Passage Planning is to ensure that all voyage reporting

requirements are identified and included in the plan and marked on the chart where necessary.

References to the appropriate section in the reference publication are to be included.

2.11 BRIDGE EQUIPMENT

All Deck Officers must be thoroughly familiar with the operation and utilisation of all Bridge and

Navigation Equipment. It is particularly important that officers are aware of the limitations of the

equipment and of the importance of not relying solely on one piece of equipment.

All Bridge Team Members including helmsman and lookouts must be thoroughly familiar with the

sound and operation of the alarm, indicating that the helm is being turned while in automatic steering

mode. This alarm signals the need to change from automatic steering mode to manual steering mode

in order to initiate steering manually.

All Bridge team Members must be aware that equipment breakdown can occur at any time and

whenever possible information from one source must be checked against data from another

equipment.

The Contingency Manual contains checklists for the failure of key equipment.

In the event of failure of any piece of bridge equipment the Master is to be immediately advised. The

master is then to issue clear instructions in the Master’s Bridge Order book, on procedures to be

followed until the equipment can be restored to operation. Procedures to be followed could involve

the following:

O.O.W.’s doubled up.

Extra lookouts.


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Hand steering only.

Manual plotting of all targets in the event of an ARPA failure.

Use of Magnetic compass and the need for additional compass errors being taken, in the

event of main gyro failure.

Use of alternative position fixing including use of celestial observation in the event of GPS

Failure.

Risk Assessment conducted.

Master shall inform Office of the bridge equipment failure at the earliest.

Refer chapter 8 on details of bridge equipment

2.12 COMMUNICATIONS

General

Clear and concise communications are essential to Bridge Team Management. Every member of the

Bridge Team is to pass information or orders in a loud and clear voice so that all other Team

members stay informed.

The reason for using proper communications is to:

Make for a better understanding in all matters.

Promote a safer and more efficient operation.

Establish a professionally run Bridge.

Language

The language between the Master and other personnel including the Pilot must be in English unless

all have the same native tongue. Where required the Master is to satisfy himself that the person has

adequate English to communicate. Where, through necessity, the Pilot is communicating with the

Tugs, linesman or shore stations in his native language, the Master must ensure that at all time he is

aware of the Pilot’s intentions.

In certain Ports the Pilot may bring his own helmsman, in this situation the Pilot must also repeat the

helm orders in English unless all have the same native tongue.

Closed loop communication is very important and all orders are to be confirmed. The sender sends a

message, the receiver acknowledges it by repeating the key parts back to the sender and the sender

then confirms the acknowledgement.

Always look for positive feedback – NEVER accept unclear feedback and words such as “possibly”,

“maybe”, “I think so” and/or “usually”. No feedback is also unacceptable.

2.13 DISTRACTIONS

The effective implementation of safe navigational practices requires a co-ordinated approach between

all bridge watchkeepers, the Master and the Pilot when on board.


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It is therefore essential, that there are no distractions or non-essential activity on the Bridge. The

following therefore are not permitted on the bridge:

Radios, Televisions or other Electronic entertainment equipment;

Newspapers or Magazines or other leisure reading material;

Any other item that could be deemed a distraction as determined by the Master.

Only persons with immediate business are permitted on the Bridge.

2.14 NON-ESSENTIAL MATERIALS

Only material essential to the safe navigation and operation of the vessel is permitted on the bridge.

2.15 COMPLACENCY

The Company expects and requires that all Masters and Watch Officers devote their full attention

toward navigational safety. There can be no complacency in navigation. Navigational safety must be

of the highest priority at all times in the management of company vessels.

2.16 HUMAN ERROR & SITUATIONAL AWARENESS

Research into recent accidents occurring to ships has shown that by far the most important

contributory cause of navigational accidents is human error, and in many cases information which

could have prevented the accident was available to those responsible for the navigation of the ships

concerned.

In the investigation of most incidents the cause is seldom the result of a single error, but invariably the

result of a series of minor errors. This can be referred to as the “error chain”.

Certain signs in the function of a Bridge Team will indicate that an error chain is developing. This does

not mean that an incident is about to happen; it means that a passage is not being carried out as

planned and certain elements of situational awareness may be lacking. The ship is being put at

unnecessary risk and action must be taken to break the error chain.

Errors can be attributed to:

Ambiguity e.g. position fixes not agreeing;

Distraction e.g. getting involved in a lengthy non-important exchange of information on VHF or

other internal shipboard affairs;

Confusion e.g. losing situational awareness caused by ambiguity. Feeling of losing control.

Background lights etc;

Poor communications;

Improper Lookout;

Non-compliance with passage plan;

Procedural Violation;

Lack of experience or unfamiliarity with the vessel;

Lack of understanding of the Pilot intentions.

A well trained Bridge Team working together will recognise the signs of an error chain developing in

its early stages and break it. However, the Bridge Team is disrupted when an outsider such as a pilot


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is introduced and this may permit the error chain to be further developed especially in the early stages

of any pilotage. Recent research has indicated that ninety percent of all ships casualties occur in

restricted or pilotage waters and that sixty percent of the above-mentioned accidents occur with a pilot

on board. Error chains have been identified in the majority of major incidents and shipping casualties

and later analysis has in some cases suggested chains of in excess of 20 items.

Situational awareness is achieved by a proactive approach of:

Planning and preparation;

Thinking ahead;

Using the available resources;

Feedback.

Good situational awareness is generated by:

The bridge team maximising the conning officer’s situational awareness;

The conning officer recognising the bridge team’s contribution;

Encouraging input without criticism.

Records

SF-16 Work Hours/Rest Hours

OP-01 Passage Plan form


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