Bridge Procedures Guide 2007

BRI DCE PROCEDURES CUIDE FOURTHEDITION2OO7

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BRIDGEPROCEDURES GUIDE TheInternational Chamber of shipping(lcs)isa voluntary organisation comprising the natronal shipowners, associations of 39 countries, togetherrepresenting morethan 70%of the worlds merchant tonnage. Established in 1921'lcS isthe tradeassociation for the internationar shippingindustry, its interests covering affairs,

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particularlv marine safety, shipdesisn andconitruction, polution prevention

ICShasconsultative statuswith several inter-governmental organisations, including the International Maritime Organizatio ( tnM O ) .

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while the adviceqtvenin thisGuide hasbeen developed using the bestinforma1onavar6ble,it is intended purelyasguidanceto be usedat the user'sown risk.No responsibrlity is accepted by Ma4secpublicationsor by the lnternationalChamberof shipping or by any person,firm, corporationor organisation who or which hasbeen rn any way concernedwith thefurnishing of informationor data,thecompilation,publkatbn or any translation'supplyor saleof thisGuidefor the accuracy of any informationor adviceqivenhereinor for anv omissionherefromor from anv consequences whatsoever res-uttin;;;;rlr;;,i;;;;;r;, from comptiance wtth or adopttonof gurdancecontainedtherein evenif causedby a failureto exercisereasonable care.

B R I D CPER O C E D U RCEUSI D E Published by Marisec Publications 12 Carthusian Street LondonECIM 6EZ Tel + 4 4 2 0 i 4 1 1B B 4 4 Fax + 4 4 2 0 7 4 1 7B B 7 7 Email [email protected] Websitewww.marisec.org Firstedition Secondedition Thirdedition Fourthedrtion publications O Marisec 2007

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CONTENTS

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FOREWORD INTRODUCTION

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The need for good managementof bridge procedures Clarity of purpose Delegationof authority Effectiveorgan isation Motivation

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TERMS GLOSSARY. ANDABBREVIATIONS

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TO MASTERS AND NAVIGATING OFFICERS GUIDANCE

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BRIDGE ORGANISATION

Overview Bridge resourcemanagementand the bridge team 1 . 2 . 1 C o m p o s i t i oonf t h e n a v i g a t i o nwaal t c hu n d e rt h e S T C WC o d e 1.2.2 Watchkeeping underthe STCWCode arrangements 1. 2 . 3 R e a s s e s sm i nagn n i n g l e v e lds u r i n gt h ev o y a g e 1 . 2 . 4 S o l el o o k - o u t 1. 2 . 5 T h eb r i d g et e a m 1 . 2 . 6 T h eb r i d g et e a ma n dt h e m a s t e r 1 . 2 . 7 W o r k i n gw i t h i nt h e b r i d g et e a m en l df a m i l i a r i s a t i o n 1 . 2 . 8 N e wp e r s o n n a 1 . 2 . 9 P r e v e n t i o nf f a t i g u e 1.2.10 Alcoholconsumption 1 . 2 . 1 1 U s eo f E n g l i s h 1 . 2 . 1 2 T h eb r i d g e t e a ma n dt h ep i l o t 1.3 Navigationpolicyand companyprocedures 1 . 3 . 1 M a s t e r s' st a n d i noqr d e r s

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PASSAGE PLANNING

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2.1 2.2 2.3 2.3.1 2.3.2 2.3.3 2.3.4 2.4 2.5 2.6 2.6.1 2.6.2 2.7 2.7.1 2.7.2

Overview Responsibility for passageplanning Noteson passageplanning P l a na o o r a i s a l C h a r t sa n dp u b l r c a t i o n s

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planningand electronic systems Passage navigation Noteson passageplanningin oceanwaters Notes on passageplanning in coastalor restrictedwaters Monitoringthe passageplan V i s u am l o n i t o r i nlge c h n i q u e s R a d am r o n i t o r i ntge c h n i q u e s Passageplanningand pilotage P r e - a r r r vpal al n n i n g Pre-arrival information with the oilot exchanoe

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Piloton board Preparing the outwardboundpilotageplan Passageplanningand ships'routeing Passageplanningand ship reportingsystems Passageplanning and vesseltraffic services

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DUTIES OF THEOFFICER OF THEWATCH(OOW)

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3.1 3 . 1. 1 3 . 12 3'1.3 3.1.4 3 . ' .15 3.2 3.2.1 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 3.2.7 3.3 3.3.1 3.3.2 3.3.3 3.3.4 3.4 3.4.1 3.4.2 3.5 3.5.1 3 . 52 3 5.3 3.5.4 3.6 3 6.1 3.7 3.7.1 3 . 7. 2 3 . 7. 3 3 . 7. 4 3 . 7. 5

Overview Master's representative Primary duties In supportof primaryduties A d d i t i o n ad lu t i e s Bridgeattendance Watchkeeping M a r n t a i n i nagl o o k - o u t General surveillance Watchkeepia nn g dt h e C O L R E G S Recording bridgeactivities Periodic checkson navigational equipment Changing overthe watch C a l l i n tgh e m a s t e r Navigation G e n e r aolr i n c i o l e s Navigation in coastal or restricted waters Navigation with a piloton board At anchor Controllingthe speedand directionof the ship Useof the engines Steering control Radiocommunications General Safetywatchkeeping on GMDSS ships Logkeeping Testing of equipment andfalsealerts Pollution prevention Reportrng obligations Emergencysituations General Reporting Search and rescue Helicooter ooerations Piracy

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OP E R A T ION A N DMAINTENANCE OF BRIDGE EQUIPMENT

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4.1 4.2 4.2.1 4.2.2

General Radar Goodradaroractice Radarand collision avoidance

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4.2.3 4.2.4 4.3 4.3.1 4.3.2 4.4 4.4.1 4.4.2 4.4.3 4.4.4 4.5 4.5 1 4.5.2 4.5.3 4.6 4.6.1 4.6.2 4.6.3 4.6.4 4.7 4.7.1 4.7.2 4.1.3 4.8 4.9 4.9.1 4.9.2 4.9.3 4.10 4.10.1 4.10.2 4.10.3 4.10.4 4.1'l 4.11.1 4.11.2 4 . 1 1. 3 4.11.4 4.11.5 4.'|.2 4.12.1 4.12.2 4.12.3 4.12.4 4.'13

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55 55 57 57 57 5B 5B 59 59 59 59 59 60 64 64 65 65 67 67 6 68 68 69 69 70

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R a d aar n dn a v i g a t i o n plottingdevices Electronic ArS A I So v e r v i e w A I So p e r a t i o n Voyage Data Recorder(VDR)and SimplifiedVoyage Data Recorder(S-VDR) overview VDRand S-VDR V D Rr e q u i r e m e n t s requirements S-VDR records Preserving Steeringgear and the automaticpilot Testing of steerirggear control Steering O t f - c o u r sael a r m Compasssystem M a g n e t icco m p a s s Gyrocompass C o m p a sesr r o r s Rateof turn Speedand distancemeasuringlog Types of speedmeasurement Direction of speedmeasurement travelled Recording of distance Echosounders Electronicposition-fixingsystems Hyperbolicpositioningsystems satellite system Globalnavigation position-fixing systems Useof electronic (lBS) Integratedbridgesystems Workstations, bridgedesignand layout l B 5e o u i o m e n t nn c t i o n s I B Sa n dt h e a u t o m a t i oonf n a v i g a t i of u U s i n gI B S Charts,ECDISand nauilcalpublications C a r r i a goef c h a r t sa n dn a u t i c aplu b l i c a t i o n s O f f i c i anl a u t i c aclh a r t s U s eo f c h a r t sa n dn a u t i c aplu b l i c a t i o n s systems chartdisplay Electronic chartsandelectronic E l e c t r o nci h card t i s p l asyy s t e m s Radiocommunications GMDSS radiocommunicationfuncttons GMDSe Sq u i p m e n t Emergencycommunications R o u t i noer g e n e r aclo m m u n i c a t i o n s Emergencynavigationlights and signallingequipment

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DYNAMICPOSITIONING

5.1 5.2 5.3 5.4 5.5

General Operationalplanningon DPships Navigationin DP mode Controllingspeedand directionin DP mode Operation and maintenanceof DP system

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MARITIME PILOTAGE

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6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8 6.9 6.10

Principlesfor the safe conduct of pilotage Provisionof information for berth-to-berth passageplanning Master/pilot information exchange Dutiesand responsibilities Preparationfor pilotage Pilot boarding Conductof passagein pilotage waters Berthingand unberthing Other matters Standardreferences

ANNEXES PART A - COMMUNICATIONS 7B 79 BO B2 83 B4 B5

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Ship-to-Shore:Master/PilotExchange Shore-to-Ship:Pilot/MasterExchange Pilot Card WheelhousePoster Requiredboarding arrangementsfor pilots Distressalert and the frequenciesto use Guidanceon steeringgear test routines

PARTB - BRIDGECHECKLISTS ---) -) -,r :J

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Familiarisation with bridgeequipment Preparationfor sea Preparationfor arrival in port Pilotage Passageplan appraisal Navigation in coastalwaters Navigation in oceanwaters Anchoringand anchorwatch Navigation in restrictedvisibility Navigation in heavy weather or in tropical storm areas Navigationin ice Changingover the watch Callingthe master Pre-operationalDP checklist

PARTC - EMERGENCY CHECKLISTS 106 c1 Main engineor steeringfailure 107 c2 Collision 108 c3 Strandingor grounding 109 c4 Man overboard 110 c5 Fire 111 c6 Flooding 112 c7 Searchand rescue 113 c8 Abandoningship

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RECOMMENDED INDUSTRY PUBLICATIONS

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FOREWORD

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[_-* - i Thisfourth editionof the International Guideis intendedto Chamberof Shipping(ICS)BildgeProcedures practice reflectbestnavigational today,in allsectors andtrades. on merchant shipsoperating

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As with previous internationally agreedstandards editions, the Guideembraces and recommendations (lMO). lt alsoincludes adoptedby the International helpfulbridgeand emergency MaritimeOrganization for useby ships'masters To provideadditionalvalue checklists and navigating officers. and utility,thrsnew editionis alsoaccompanied by a CD version of the textwith a "search"function. Aboveall,the Guideattemptsto bringtogetherthe goodpractice with the aimof improving of seafarers navigational Theneedto ensurethe maintenance safetyand protection of the marineenvironment. of a safe principle navigational watchat alltimes,supported by safemanninglevels on the ship,is alsoa fundamental a d h e r e tdo i n t h i sG u i d e . Followingthe publication of the firsteditionof the BildgeProcedures Guide,in 1971, it rapidlybecame principal guidance acknowledged asthe industry on the subject. Todayit is usedby shipsworldwide, and is referred to in the footnotesof several IMOConventions. Keeping the Guideup to dateisthusa major responsrbility, and an importantexample of the work whichICSundertakes on behalfof the international s h i p p i nign d u s t r y . Thisnew editionthusembraces rmprovement", whichisone of the keyprinciples the conceptof "continuous (lSM)Code.Thesuccessful withinthe IMOInternational embodied SafetyManagement implementation of publication the lSMCodeis,of course, one of the moresignificantdevelopments of the lastedition, sincethe andaccounthastherefore In beentakenof the needto adhereto ISMSafetyManagement Systems. addition, thisnew editionreflects the requirements of the new ChapterVlll(Watchkeeping) of the IMO (STCW), Convention icationandWatchkeeping on Standards of Training, Certrf for Seafarers andthe latest Radio Regulations. changes to the In particular, navigation thisnew editionhasbeenrevised to address the rncreasing useof modernelectronic intothe overallbridgedesign.Safe andchartingsystems which,on new ships,areoftenintegrated navigation isthe mostfundamental vitalto the protection of attributeof goodseamanship, and isclearly safetyof lifeat sea.However, rangeof navigational an increasingly sophisticated aids- mostrecently (AI5)- now complement supplemented Systems by the introduction of Automaticldentification the coreskills centuries of navigating officers whichhavedeveloped overthe previous precautionary Thisincreased measures sophistication bringsitsown dangers and a needfor additional against unduereliance formulated on technology. Experience continues to demonstrate that properly bridge procedures and,mostimportantly, the development of..bridge teamworkarecritical to maintaining a safe n a v i g a t i o nwaal t c h .

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Forthe firsttime,the topicof Dynamic Positioning of shipshasalsobeenaddressed, havingbecomea more widespread and heavily usedtechnology, requiring differenttechniques from conventional andcompetencies watchkeeping, and procedures. togetherwith different organisational strategies

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previously produced Thisnew editionalsoincorporates for MaritimePilotage, /nternattonal BestPractices n t e r t a n ka on , dr e p r o d u c e d s t e r n a t i o nMa al r i n eF o r u m( O C I M F ) a nI d l o i n t l yb y I C Sw i t ht h e O i lC o m p a n i eI n w i t ht h e i rk i n dp e r m i s s i o n

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Theassistance in the preparation of experts f rom ICSmembernational shipowners' associations of thisGuide s gratefully acknowledged. arealsodueto colleagues from othermaritime organisations, Specialthanks (IMPA), particularly who havewillinglygiventimeandexpertise. the International MaritimePilots'Association I guidanceon the subject. to offerthe bestpossible to ensurethat the BridgeProcedures Guidecontinues intothislatest Suggestions and comments from several maritimeadministrations havealsobeenincorporated e o ro t n. partof bridgeorganisation It rsrmportant which to stress that an essential is adherence to correctprocedures, shouldsetout in clearlanguage the operational requirements and methodsthat shouldbe adoptedwhen navigating. fhis BridgeProcedures Guideshouldthereforebe seenas an attemptto codifythesebest practices masters, and providea frameworkuponwhrchowners,operators, officers and pilotscanwork performance. togetherto achieve consistent and reliable will neverbe withoutitsdangers, watchat alltimes, Seafaring but the maintenance of a safenavigational preparation passage plans, practice. good heart lf the ICSBildge andthe careful of areat the of operating Procedures it will havecontinuedto serveits primary Guidecanhelpencourage suchgood practices, purpose,

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INTRODUCTION

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THENEEDFORGOOD MANAGEMENT OF BRIDGEPROCEDURES

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to meansthat the shipis not exposed Safenavigation to safenavigation. ICSattaches the utmostimportance margins. withinacceptable dangerandthat at alltimesthe shipcanbe controlled unnecessary

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lt and management. command,control,communication requires effective At alltimes,safenavigation systems, statusof navigational and the operational the levelof bridgemanning, demands that the situation, t h e s h i ps e n g i n easn da u x i l i a r iaersea l lt a k e ni n t oa c c o u n t .

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who are people,togetherwith management andteamwork, It is peoplethat controlships,and it istherefore to carryout performance. with the controlof shipsmustbe competent People entrusted the keyto reliable theirduties.

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preventchainsof and checking to ensurethat monitoring and so rt is necessary People alsomakemistakes it is human predicted has detected, once a mistake been and, be Mrstakes cannot errorfrom developing. thuscompounding a simpleerrorof judgement. to the originalpremise, natureto seekto f it circumstances planningis conducted searoutebetweenports.Detailed the safestand mosteconomical to assess Passage pilotage port and areas,areneededto ensureappropriate plans,particularly approaches in coastal waters, planbecomes Equipment canfail for navigation. the basrs the passage margins of safety. Oncecompleted, planningis alsonecessary. canhappen,so contingency andthe unexpected

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Posittoning usinganyDynamic conducted and operations applyequallyto manoeuvring Theabovecomments (DP)capability in and arounda worksitemustbe the subjectof a of the ship.Shipmanoeuvres "escape"manoeuvres. plancovering and approprtate contingencies operational comprehensive

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at sea Watchkeepers of goodbridgeworkingpractices. elements and gooddesignareessential Ergonomics the radar.Theyshouldalsobe needto be ableto keepa look-out,aswellas monitorthe chartand observe or disembarking Whenboarding awareness. usingthe VHFwithoutlosingsituational ableto communicate particularly helmand to monitorinstrumentation, pilots,handling tugsor berthing,it shouldbe possible of any to explainlimitations fromthe bridgewings.Bridgenotesshouldbe provided engineindicators, remedies that needto be taken. that hasbeenbadlysited,pointingout the appropriate equipment

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good management combines: of bridgeprocedures ln summary,

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authorityasappropriate; o the abilityto delegate

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CLARITYOF PURPOSE planandto lf morethanone personis involved in navigating, it isessentialto agreethe passage The communicate consrstently the way the voyageoblectives areto be achieved. andwithoutambiguity process startswith companyinstructions to the ship,asencompassed by the SafetyManagement System (SMS)supported local ordersand reinforced by discussion and bridgeorders.Existing by master's standing pilotagelegislation guided enable the master to be accordingly. shouldalsobe ascertained to planshouldensurethatdangers Beforeapproaching waters,a ship'spassage arenoted coastal and pilotage out in the knowledge that andsafewaterlimitsidentified. Withinthe broadplan,pilotage shouldbe carried of the pilotcanbe monitored. the shipcanbe controlled withinthe established safelimits,andthatthe actions Inthisrespect, willenablea clearer workingrelationship to be earlyexchange of information andmorepositive good pilot practicable, plan Wherethisisnot shouldbe sufficient established in timebeforethe boards. the ships madewithoutcausing to enable the pilotto be embarked anda safecommencement of pilotage unduedelay.

DELEGATION OFAUTHORITY Themasterhasthe ultimateresponsibility for the safetyof the ship.Delegation of authority to the officerof with agreedprocedures the watch(OOW)shouldbe undertaken in accordance and reflectthe abilityand experience of the watchkeeper. the conductof the shipto the pilot,bearingin mind Similarly, whena pilotboards, the mastermaydelegate that pilotagelegislation variesfrom countryto countryandfrom regionto region.Pilotage canrangefrom pilotage pilotage in natureto compulsory wherethe responsibility for the optionalvoluntary that isadvisory conductof the navigation of the shipis placeduponthe pilot. Themastercannotabrogateresponsibility for the safetyof the shipand remains in commandat all times.In the Panama Canalwhereuniquearrangements apply,responsibility istakenby the pilotfor the safe n a v i g a t i oonf t h e s h i p . Wherethe masterdelegates he considers thatthe pilot the conductof the shipto the pilot,it will be because h a ss p e c i a l iksnt o w l e d g e , iphandlin s kgi l l a s n dc o m m u n i c a t i ol n i nsk sw i t ht h e p o r t .I n d o i n gs o ,t h e m a s t e r sh theyaresafeand reasonable. TheOOWsupports mustcontinueto monitorthe pilot'sintentions to.ensure the masterby monitoring advised by the pilotare the progress of the shipalid checking that the requirements problems may adversely correctly carriedout.Where occurwhich affectthe safetyof the ship,the master mustbe advised immediately. Theprocess of delegation canbe the causeof misunderstanding andso it is recommended that a clearand positive statement handingoverand receiving conductof the ship. of intentionbe madewhenever goodpractice, Whennavigating when it isascertained with the masteron the bridge,it isconsidered that it is safeto do so,to encourage with the mastermaintarning a monitoringrole. the OOWto carryout the navigation, Thewatchsystemshouldprovidea continuity of restedwatchkeepers, but the watchchangeover cangive procedures position monitor riseto errors.Consequently, routines to andto avoidthe and the ships possibility watchand procedures for of mistakes mustbe builtinto boththe organisation of the navigational the changeoverof navigational watch. Therisksassociated with navigation reporting at all times,self-verification, verification at demandpositive handover Thecoursethat the shipisfollowing and regularchecksof instrumentation and bridgeprocedures. and compass errorsmustbe displayed and checked, togetherwith the trafficsituation, at regularintervals and at everycoursechangeandwatchhandover.

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EFFECTIVE ORGANISATION

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planand carrying Preparing a passage out the voyagenecessitate that bridgeresources areappropriately allocated according to the demands of the voyage. of the differentphases Depending uponthe levelof activitylikelyto be experienced, the mastermayneedto ensurethe availability of adequately restedback-upfor the navigational watch.

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Whereequipment isconcerned, errorscanoccurfor a varietyof reasons and poorequipment may calibration possible be significant. In the caseof integrated it is that the failureof onecomponent systems, couldhave unpredictable consequences for the systemasa whole.lt is rmportant navigational to ensurethat electronic equipment is carefully synchronised with the appropriate chartdatum.Failure to achieve or maintainaccurate synchronisation andalignment hasbeenthe causeof groundings. It istherefore essential that navigational information is alwayscross-checked and,wherethereis doubt concerning the shipsposition, it is alwaysprudentto assume a positionthat isclosest to dangerand proceed accordinqlv.

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MOTIVATION

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Motivation comesf romwithrnand cannotbe rmposed. It is,however, the responsibility of the masterto createthe conditions in whichmotivation isencouraged. A valuable assetin anyorganisation isteamworkandthisis enhanced by recognising the strengths, people competence and limitations of the withina team,andorganising the work of the bridgeteamto take bestadvantage of the attributes of eachteammember. Workingin isolation whencarrying out critical operations carries the riskof an errorgoingundetected. Workingtogetherandsharinginformation way enhances in a professional the bridgeteamandthe master/pilot relationship Training in bridgeresource management canf urthersupportthis

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GLOSSARY TERMS ANDABBREVIATTONS Ats Automaticldentrfication System AMVER AutomatedMutual-Assistance Vessel Rescue System: a worldwidevoluntary systemoperated e x eL r r q r v ctl ou q r n n o r l S A R a n d t o m a k e

i n f o r m a t i oanv a i l a b tl o e a l lR C C s ARCS Admiralty Raster ChartService: raster electronic chartsproduced by the UnitedKingdom Hydrographic Office ARPA AutomaticRadarPlotting Aid ASF Additional Secondary Factor: corrections to be appliedwhen plottingLoranC positions on charts to takeintoaccountvariations in the conductivity pass of the earths surface overwhichthe signals ATA plottingdevice Automatic Tracking Aid:electronic for radars

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DOC D o c u m e notf C o m p l i a n ci ses u etdo t h e s h i p operatorunderthe ISMCode DP D y n a m iP c o s i t i o n i nt g h :e a b i l i t o y f a s h i pt o maintainautomatically a pre-setpositionand headingby usingherown propellers andthrusters DPO Dynamic Positioning Operator, usually a bridge watchkeeper DSC D i g i t aSl e l e c t i vCea l l i n ga: t e c h n i q uues i n gd i g i t a l codeswhrchenablea radiostationto establish contactwith, andtransferinformation to, another group stationor of stations EBL Electronic Bearing Line:a radarfeature ECDIS Electronic ChartDisplay and Information System ECS Floalrnnta ( nirT \\/qrpm

CoastEarthStationmaritimenamefor an INMARSAT shore-based stationlinkingshipearth stations with terrestrial networks communication

EGC Enhanced GroupCall:partof the INMARSAT system that complements the NAWEXsystemto supply SafetyNET andsimilarinformation broadcast services

COLREGS Convention on the lnternational Regulations for P r e v e n t i nCgo l l i s i o na st S e a 1 , sa m e n d e d , 9 1 2a

ENC Electronic Navigational Chart

COSPAS-SARSAT A satellite systemdesigned to detectdistress beaconstransmittrng on the frequency406 Mllz DATUM A datumisa reference system for specifying positions on the earth'ssurface. Eachdatumis associated with a particular reference spheroid that canbe differentin size,orientation and relative position from the spheroids associated with other horizontal datums.Positions referred to different datumscandifferby several hundredmetres DGPS (seeGNSS) Differential GlobalPositioning System

EP Estimated Position EPA plottingdevice Electronic Plotting Aid:electronic for radars EPIRB Emergency Position Indicating RadioBeacon: a device thattransmits distress alerting signals usually viasatellites FPSO/FGSO Floating Production, Storage and Offloading/Floating GasStorage Offloading production ship/vessel or unit:an oil/gas facility GLONASS (seeGNSS) GlobalNavigation Satellite System

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GMDSS GlobalMaritime Distress andSafety System: a global communications service baseduponautomated systems, bothsatellite andterrestrial, to provide promulgation distress alerting and of maritime safetyinformation for mariners GNSS GlobalNavigation Satellite System: a worldwide positionandtimedetermination system that includes oneor moresatellite constellations and receivers GOC General Operator's Certificate: a GMDSSradio operator's certificate for useon shipstrading b e y o n dG M D S S e aA r e aA 1 . T h i si s n o w u s u a l l y incorporated intothe STCWqualifications of deck officers at the operational level. GPS (seeGNSS) GlobalPositioning System HF H i g hF r e q u e n c y HPR Hydroacoustic PositionReference: a PRSoften used in conjunction with DP,configured with sea-floor acoustrc transponders IAMSAR Internatronal Aeronautical and MaritimeSearch published and Rescue Manual: in threevolumes jointlyby ICAOand IMO

rBs Integrated BridgeSystem

lcAo International CivilAviationOrganization: Montreal basedUnitedNationsintergovernmental body

rHo lnternational Hydrographic Organization: Monaco basedintergovernmental body tLo International LabourOrganization: Genevabased UnitedNationsintergovernmental body, responsible for seafarers' employment standards

rMo International MaritimeOrganization: Londonbased UnitedNations intergovernmental body,responsible for the safetyof lifeat sea,including navigational rules,andthe protection of the marineenvjronment

INMARSAT International MobileSatellite Organization: operatorof a systemof geostationary for satellites worldwidemobilecommunications services and whichsupports GMDSS tsF l n t e r n a t i o nSahl i p p i nFge d e r a t i ognl :o b a l (sister employers' organisation for shipowners organisation of ICS) ISM Code International SafetyManagement Code

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ITU International Telecommunication Union:Geneva basedUnitedNationsintergovernmental body

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LL International Convention on LoadLines,1966,as amended

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LSA LifeSaving Appliance(s) MARPOL International Convention for the Prevention of Pollutron from 5hips,1973,as modifiedby the Protocol of 1918,asamended

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MF MediumFrequency MMSI MaritimeMobileService ldentity: 9-di9it ITUidentification numberallocated to ships operating DSC MOB Man Overboard MRCC MaritimeRescue Co-ordination Centre:alternative namefor RCCfavoured by certainadministrations

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MSr MaritimeSafetyInformation: navigational and meteorological warnings, forecasts and other urgentsafety-related messages broadcast to shrps NAVAREA Oneof 16 areasintowhichthe world'soceans havebeendividedfor the dissemination of longrangenavigational and meteorological warnings underthe WWNWS

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NAVTEX Teiegraphy systemfor broadcasting marineweather forecasts, navigational warnings, SARalertsand otherwarningsand urgentinformation to shipsin coastal waters(upto 400 nautical mjles)undertne WWNWS NBDP Narrow-Band Directprintingtelegraphy usedfor radiotelex and NAVTEX NOAA National Oceanrc andAtmospheric Administratron: UnttedStatesproducer of electronic rastercharts

oow Officerof the Watch PRS Positron Reference System: a navigational sensor (e.9.DGPS) usedin conjunction with a Dp system RCC Rescue Co-ordination Centre:a unitresponsible for promotingthe efficient organisation of SAR services andfor co-ordinating the conductof SAR operations withina SARregion RCDS Raster ChartDisplay System

SAR Search and Rescue/lnternational Convention on MaritimeSearch and Rescue, 1979,asamended SART Search and Rescue Transponder: a portableradar transponder for usein survival craft,which t r a n s m i thso m r n gs i g n a lisn t h e 9 G H zb a n d SENC System Electronic Navigational Chart:a database that comprises ENCdata,ENCupdatesandother dataaddedby the marinerthat isaccessed by,and d l s p l a y eodn ,t h e E C D T S

sEs ShipEarthStation: shipborne satellite communrcatron station,usedfor exchanging messages with shoresubscribers and ships SMCP Standard phrases. MarineCommunication an updatedversion of SMNVthat includes phrases that havebeendeveloped to coverthe mostimportant safety-related fieldsof verbalcommunications SMNV Standard MarineNavigational Vocabulary: adopted by IMOfor communications on boardshipasweil asfor thosebetweenshipandshore

RENC Regional Electronic Navigational ChartCo_ordinating Centre: supplier of official chartdata

SMPEP Shipboard plan Marinepollution Emergency

RNC Raster Navigational Chart

SafetyManagement System underthe ISMCode

ROC Restricted Operator's Certificate: a GMDSSradio operator's certificate for useon shipstradingonly i n G M D S S e aA r e aA j R/T RadioTelephony S-57Edition3 IHO'slatesttransfer standard for digital hydrographic datafor usewith ECDTS SafetyNET INMARSAT service for promulgating MSIto ships on the hrghseas;jt includes shore-to-ship relays of distress alertsandcommunications for SAR co-ordination

sMs SOLAS International Convention for the Safetyof Lifeat 9 e a , 1 9 7 4a, sa m e n d e d SOPEP Shipboard plan Oil pollution Emergency STCW International Convention on Standards of Trarning, Certification and Watchkeeping for Seafarers. 1 9 7 8a , sa m e n d e d STCWCode Seafarers' Training, Certification andWatchkeeprng Code,appended to the STCWConvention 5-VDR Simplified VoyageDataRecorder

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ts ts TMC Transmitting MagneticCompass UM5 U n m a n n eM d a c h i n e rSyp a c e VDR VoyageDataRecorder VRM Varrable RangeMarker:a radarfeature

WMO Genevabased WorldMeteorological Organization: body UnitedNationsintergovernmental WWNWS WarningService: World-Wide Navigational with IHOfor established by IMO in collaboration warningsto ships the dissemination of navigational

WEND Navigational ChartDatabase WorldElectronic

WWRNS terrestrial System: World-Wide RadioNavigation systems that have andsatellite radio-navigation of providing by IMOascapable beenaccepted position to an unlimited information adequate n u m b eor f s h i p s

WGS84 WorldGeodetic System1984datum

XTE CrossTrackError

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AND TO MASTERS GUIDANCE NAVIGATING OFFICERS

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BRIDGE ORGANISATION

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OVERVIEW

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principles General of safemanning,consistent with thoseagreedby lMO,shouldbe usedto establish the levels of manningthat areappropriate to anyship. At alltimes,shipsneedto be navigated safelyin compliance with the COLREGS and alsoto ensure protection that of the marineenvironment is not compromised. An effective bridgeorganisation shouldmanageefficiently allthe resources that areavailable to promote goodcommunication the bridgeand andteamwork. Theneedto maintaina properlook-outshoulddetermine the basiccomposition of the navigational watch.Thereare,however, a numberof circumstances andconditions that could influence at anytimethe actualwatchkeeping arrangements and bridgemanninglevels. Effective bridgeresource andteammanagement shouldeliminate the riskthat an erroron the part of one personcouldresultin a dangerous situation. Thebridgeorganisation shouldbe properly policyincorporatrng supported by a clearnavigation procedures, shipboard operational in accordance with the ship'sSafetyManagement System as reouired bv the ISMCode.

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r 1 . 2 BRIDGERESOURCE MANAGEMENT

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AND THEBRIDGE TEAM

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g 1.2.1 Compositionof the navigationalwatch under the STCWCode

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In determining whetherthe composition of the navigational watchis adequate to ensurethat a properlook-outcanbe maintained continuously, the mastershouldtakeintoaccountall relevant factorsincluding the following:

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o visibility, stateof weatherandsea;

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o trafficdensity, andotheractivities in the areain whichthe shipis navigating; occurring

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o the attentionnecessary when navigating in or neartrafficseparation schemes or otherrouteing measures, or withinindustrially controlled work zones;

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o the additional workloadcausedby the natureof the shipsfunctions, immediate operating requirements andanticipated manoeuvres;

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o the fitnessfor dutyof anycrewmembers on callwho areassigned as members of the watch, i n c l u d i ncgo m p l i a n cwei t h a p p l i c a bw l eo r k h o u rr e g u l a t i o n s ; o knowledge of and confidence in the professional competence of the ship'sofficers andcrew; o the experience of eachOOW,andthe familiarity of that OOWwith the ships equipment procedures and manoeuvring capability; o activities takingplaceon boardthe shipat anyparticular time,including radiocommunication activities, andthe availability of assistance to be summoned immediately to the bridgewhen neceSsa rv:

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o the operational statusof bridgeinstrumentation andcontrols, including alarmsystems; o rudderand propeller controlandshipmanoeuvring characrerrsrrcs; o t h e s i z eo f t h e s h i pa n dt h e f i e l do f v i s i o na v a i l a bfl reo mt h e c o n n i n gp o s i t i o n , o the configuratlon of the bridge,to the extentthat suchconfiguratron mightinhibita memberof the watchfrom detecting by sightor hearinganyexternal development; o if workingin an activeDPmode,the needfor a dedicated, competent DPOto be in charqeof the positioning of the shipandthe operation of the Dpsystem; o anyotherrelevant procedure standard, or guidance relating to watchkeeping arrangements and fitnessfor duty.

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1.2.2 watchkeepingarrangements underthe srcw code Whendeciding the composition of the watchon the bridge,whichmayincludeappropriately qualified ratings, the followingfactors,interalia,mustbe takenintoaccount: o the needto ensurethat the bridgeis neverleft unattended; o weatherconditions, visibility andwhetherthereisdaylightor darkness; o proximity of navigational hazards whichmaymakeit necessary for the OOWto carryout additiona d lu t i e s ; o useandoperational condition of navigational aidssuchas radaror electronic position-indicating devices, DPsystems positionreference andtheirassociated systems, andanyotherequipment affecting the safenavigation of the ship; o whetherthe shipisf ittedwith automatic steering or anyform of dynamicpositioning ability; o whetherthereareradiodutiesto be performed; o u n m a n n em d a c h i n e sr yp a c e( U M S ) c o n t r oal sl a, r m a s n di n d i c a t o p r sr o v i d eodn t h e b r i d q e , procedures for theiruseand limitations; o anyunusual demands on the navigational watchthat mayariseasa resultof special operational circumstances.

1 , 2 . 3 R e a s s e s s i nmga n n i n gl e v e l sd u r i n g t h e v o y a g e At anytimeon passage, it maybecomeappropriate to reviewthe manninglevels of a navigational watch. Changes to the operational statusof the bridgeequipment, the prevailing weatherandtraffic conditions, the natureof the watersin whichthe shipis navtgating, fatiguelevels andworkload on the bridgeareamongthe factorsthat shouldbe takenintoaccount. A passage throughrestricted watersmay,for example, necessitate a helmsman for manual steering, andcallingthe masteror a back-upofficerto supportthe bridgeteam.lf the shipis engagedin operations necessitating manoeuvring controlusingDP,then it is usually necessary to deployone or moreadditional officers to act exclusively in the capacity of Dpo.

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1 . 2 . 4 S o l el o o k - o u t Underthe STCWCode,the OOWmay,in certaincircumstances, be the solelook-outin daylight c o n d i t i o n( sse es e c t i o3n. 2 . 1 . 1 ) . lf solelook-outwatchkeeping isto be practised on anyship,clearguidance shouldbe givenin the procedures shipboard operational manual,supported by master's standing ordersasappropriate, a n dc o v e r i nagsa m i n i m u m . o underwhat circumstances solelook-outwatchkeeping cancommence;

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o how solelook-outwatchkeeping shouldbe supported; o underwhat circumstances solelook-outwatchkeeping mustbe suspended. It is alsorecommended that,on eachoccasion, beforesolelook-outwatchkeepinq commences the mastershouldbe satisf iedthat:

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restpriorto commencing o the OOWhashadsufficient watch; wdo r k l o a d o i n t h el u d g e m e notf t h e O O W t, h e a n t r c i p a t e i sw e l lw i t h i nh i sc a p a c i t yo m a i n t a ian properlook-outand remainin full controlof the prevailing circumstances;

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o back-upassistance to the OOWhasbeenclearly designated; o the OOWknowswho will provideback-upassistance, in what circumstances back-upmustbe c a l l e da n dh o w t o c a l li t q u i c k l y ;

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o designated back-uppersonnel areawareof response timesandanylimitations on their movements, and areableto hearalarmor communication callsfrom the bridge;

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1 . 2 . 5 T h e b r i d g et e a m Thebrrdgeteamisestablished so that the mosteffective manpower usecanbe madeof available procedures in orderthat established work arefollowed,riskis minimised andshipsarenavigated safely. All ship'spersonnel who havebridgenavigational watchdutieswill be partof the bridge team.Themasterand pilot(st, as necessary, will needthe supportof the team,whrchwill comprise the OOW,a helmsman and look-out(s) as required.

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TheOOWis in chargeof the bridgeandthe bridgeteamfor that watch,untilrelieved.

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It is importantthat the bridgeteamworkstogetherclosely, bothwithina particular watchand across watches, sincedecisions madeon onewatchmayhavean impacton anotherwatch.

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T h eb r i d g et e a ma l s oh a sa n i m p o r t a nrto l ei n m a i n t a i n i ncgo m m u n i c a t i ownist ht h e e n g i n er o o m a n do t h e ro p e r a t i nagr e a o s n t h es h i p .

1.2.6 The bridgeteam and the master It shouldbe clearly establrshed in the company's SafetyManagement System that the masterhas the overriding authortyand responsibility make decisions to with respect to safetyand pollution prevention. Themastershouldnot be constrained by a shipowner or charterer fromtakingany d e c i s i own h i c h i, n h i sp r o f e s s i o n a l l u o g e mi e s nnet ,c e s s afroyr s a f en a v i g a t i o inn,p a r t r c u l ianr severe weatheror reduced visibilitv.

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--i -: = Thebridgeteamshouldhavea clearunderstanding of the information that shouldbe routinely reported to keepthe masterfullyinformed, to the master, of the requirements and of the 813). circumstances underwhichthe mastershouldbe called(seebridgechecklist

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Whenthe masterhasarrivedon the bridge,hisdecisron to takeovercontrolof the bridgefrom ( sse es e c t i o 3n . 2 . 7 ) . t h e O O Wm u s tb e c l e a a r n du n a m b i g u o u Themastershouldconsider Suchaction the benefitof the OOWretaining controlof navigation. couldstrengthen moreeffective supportand the bridgeteamasthe mastermayprovrde m o n i t o r i nign t h i sr o l e .

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1 . 2 . 7 W o r k i n g w i t h i n t h e b r i d g et e a m

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A s s i g n m e not f d u t i e s Dutiesshouldbe clearly assigned, limitedto thosedutiesthat canbe performed effectively, and clearlyprioritised Teammembers shouldbe askedto confirmthat theyunderstand the tasksand dutiesassigned to them. Thepositive reporting tasksand dutiesis oneway of monitoring the on eventswhileundertaking performance and detecting in watchkeeping of bridgeteammembers anydeterioration performance.

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1.2.7.2 Co-ordinationand communication -

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Theabilityof ship'spersonnel to co-ordinate activities with each andcommunicate effectively port otheris particularly vitaldurrngemergency situations. Duringroutineseapassages, approaches and pilotage, the bridgeteampersonnel mustalwayswork asan effective team. A bridgeteamwhichhasa planthat is understood and iswell briefed, with all members supporting eachother,will havegoodsituational awareness. lts members willthen be ableto anticipate dangerous arisingand recognise thus situations the development of a chainof errors, enabling themto takeactionto breakthe sequence. All non-essential activity or distractions to watchkeeping shouldbe avoided.

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Cautionshouldbe exercised regarding the useof mobilephonesby members of the brrdgeteam (seesection3.1.4).

1 . 2 . 8 N e w p e r s o n n eal n d f a m i l i a r i s a t i o n Thereareobligations for ship'spersonnel who are underthe ISMCodeand the STCWConvention new to a particular ic familiarisation in safetymatters. TheISMCodealso shipto recerve shipspecif requires trainingneedsin supportof the SMSto be both identif iedand implemented. Forthosepersonnel who havea directinvolvement in shipoperations suchaswatchkeeping, a periodof time mustbe allocated reasonable for themto becomeacquainted with the equipment procedures that theywill be usingandanyassociated shipprocedures. Thefamiliarisation mustbe covered in writteninstructions that the companyis required to provideto the master.

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+ trainingof new An officermustbe responsible for the bridgeequipment andfor one-to-one ( s e e p e r s o n n ei nl ,a c o m m o nl a n g u a g ei d, e a l lsyu p p o r t ebdy c h e c k l i s t s b r i d g ec h e c k l i sBt1 ) T . his to ECDIS, l sa sf i t t e d i, n c l u d i nbgu t n o t l i m i t e d r e s p o n s i b i sl ipt ye c i f i c ailnl yc l u d ensa v i g a t i o naai d videosor computerbased Self-teaching manuals, ECS,ARPA, AlS,Radarand EchoSounder. programmes methods that couldbe usedon boardship. areexamples of othertraining training

1.2.9 Preventionof fatigue musttake that bridgeteammembers In orderto preventfatigue,the STCWCodestipulates '10 lf the mandatory restperiods. Restperiodsof at least hourstn any24 hourperiodarerequired. periods, restistakenin two separate oneof thoseperiodsmustbe for at least6 consecutive to not lessthan6 consecutive hours.However, the minimumperiodof 10 hoursmaybe reduced doesnot extendbeyondtwo days,and not lessthan hoursprovided that anysuchreduction 70 hoursrestis provided duringeachsevendayperiod. (lLO)in its Convention ILO180,whichissubjectto port TheInternational LabourOrganization in anysevendayperiodof 77 hours. statecontrol,stipulates a minimumrestperiodfor seafarers followingthe adoptronin 2006of the ILO Thisstandard is likelyto be morewidelyenforced MaritimL e a b o uC r onvention. guidance 2006- a ILOMaritimeLabourConvention Detailed is available in the ISFpublication as are arecomplicated, Guidefor the Shippinglndustry.The IMO and ILOworkhourrequirements ISFhastherefore workhourrecords. seafarers' the mandatory requirements to maintainindividual produced to helpshipoperators comply. computersoftwaretlSFWatchkeeper) - Guidance gurdance on Fatigue. IMOhaspublished regarding fatiguemitigation and management

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governments TheSTCWCodeadvises a maximumbloodalcohollevelof O.0B%for to prescribe eu l r i n gw a t c h k e e p i na gn dt o p r o h i b iat l c o h ocl o n s u m p t i owni t h i n4 h o u r sp r i o rt o s h i p 'p s e r s o n nd mayhavemore flagstateadministrations and companies commencing a watch.Portstates, policies. stringent b l o o da l c o h o l e dm a x i m u m T h eO i lC o m p a n i eI n s t e r n a t i o nMaal r i n eF o r u m( O C I M F ) h aes t a b l i s h a levelof 0.04o/o.

' 1 . 2 . 1 1U s eo f E n g l i s h that is of writtenand spokenEnglish TheSTCWCoderequires the OOWto haveknowledge publications, informat on and messages meteorological charts,nautical adequate to understand and adequate with othershipsand to communicate concerning the ship'ssafetyand operations, s MCP)which d a r i n eC o m m u n i c a t i P o nh r a s e( S c o a sst t a t i o n sI n 2 0 0 1 ,I M Oa d o p t e dt h e S t a n d a rM (SMNV). Vocabulary replace MarineNavigational the Standard between Communications Communications withinthe bridgeteamneedto be understood. wri t h r a t i n g ss,h o u l de i t h e b r e i n a l a n g u a gteh a ti s m u l t i l i n g utaela mm e m b e r sa,n d i n p a r t i c u l a c o m m o nt o a l l r e l e v a nbtr i d g et e a mm e m b e rosr i n E n g l i s h .

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Whena pilotis on board,the sameruleshouldapplyFurther, whena pilotiscommunicating to partiesexternal pilot to the ship,suchastugs,the shipshouldrequest that the always communicates in English or a language that canbe understood on the bridge.Alternatively, the pilotshouldbe askedto explainhiscommunications to the bridgeteam,so that the shipis aware o f t h e p i l o t si n t e n t i o nast a l lt i m e s( S e eS O L A C S h a p t eVr R e g u l a t i o n ' 1 4 . 4 . )

1 . 2 . 1 2T h e b r i d g et e a m a n d t h e p i l o t W h e na p i l o ti so n b o a r da s h i p ,h ew i l l t e m p o r a r ji o l yi nt h e b r i d g et e a ma n ds h o u l db e s u p p o r t e d (seesection3.3.3). accordingly

1 . 3 NAVIGATION POLICY ANDCOMPANY PROCEDURES policy.lt should Everyshipowning or management companyshouldhavea safetymanagement providepractical guidance concerning safenavrgation emphasising and includea clearstatement the master's authority. Thecompanyshouldestablish in the SMSthat the masterhasthe overriding authorityandthe responsibility with respect to makedecisions to safetyand pollutionprevention andto request the company's assistance as maybe necessary. Theguidance shouldcover: procedures; o allocation for navigational of bridgewatchkeeping dutiesand responsibilities ----J

o procedures for voyageplanningand execution; publication procedures; o chartand nautrcal correction o procedures navigation to ensurethat all essential equipment and mainandauxiliary machinery a r ea v a i l a bal en df u l l yo p e r a t i o n a l ; __J

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o adviceconcerning emergency responses; procedures; o shippositionreporting procedures; o accident and nearmissreporting o recordingof voyageevents; o procedures for familiarisation trainingand handover at crewchanges;

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personunderthe ISMCode. o companycontacts, including the designated

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1 . 3 . 1 Master'sstandingorders procedures Shipboard operational manuals supported baseduponthe by standinginstructions policyshouldform the basisof commandand controlon board. company's navigation Master's standing ordersshouldbe writtento reflectthe master's requirements own particular and particular the circumstances to the ship,hertradeandthe experience of the bridgeteamcurrently on ooaro. (afot,, tho
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, n ds r g n e ad n dd a t e d S t a n d i nogr d e r s h o u l db e r e a db y a l lo f f i c e rusp o nl o i n i n gt h e s h i p a on the bridgefor reference A copyof the ordersshouldbe available accordingly. 1 . 3 . 1 . 1 Bridgeorder book forspecial n sa yb e n e e d e d l n a d d r t i otno g e n e r aslt a n d i nogr d e r ss,p e c i f 'icn s t r u c t i o m circumstances. of the OOW, At dailyintervals, the mastershouldwritein the bridgeorderbookwhat isexpected with particular reference duringthe hoursof darknessTheseordersmustbe to hisrequirements signedby eachOOWwhengoingon watch

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PASSAGE PLANNING

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2.1 OVERVIEW planningis necessary Passage to supportthe bridgeteamand ensurethat the shipcanbe navigated safelybetweenportsfrom berth-to-berth throughriskassessment of hazards and planshouldcoverocean,coastal waypointselection. Thepassage and pilotage waters Theplanmayneedto be changedduringthe voyage; port maynot for example, the destination havebeenknownor mayalter,or rt maybe necessary to amendthe planfollowingconsultation with the pilot. lf the planis changedduringthe voyage, the bridgeteamon eachwatchshouldbe consulted and planis understood. briefedto ensurethat the revised planshouldaimto establish Thepassage the mostfavourable routewhilemarntaining appropriate margins of safetyand safepassing distances offshore. Whendecidinguponthe route,the followingfactorsareamongstthosethat shouldbe takenintoaccount: o the marineenvironment; o the adequacy and reliability of chartedhydrographic dataalongthe route;

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o the availability and reliability of navigation aids,coastal marks,lightsand radarconspicuous targetsfor fixingthe shipalongthe route; o anyrouteingconstraints imposedby the ship,e.g.draught,typeof cargo; o areasof hightrafficdensity;

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o weatherforecasts andexpected current, tidal,wind,swellandvisibility conditions;

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o areaswhereonshore setcouldoccur; o s h i po p e r a t i o nt hs a tm a yr e q u i r ae d d i t i o n a se l a r o o me,. g .t a n kc l e a n i nogr p i l o te m b a r k a t i o n ; o regulations suchasships'routeingschemes and shipreporting systems;

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o the reliability of the propulsion systems andsteering on board. Theintended voyageshouldbe plannedpriorto departure usingappropriate and available corrected chartsand publications. Themastershouldcheckthatthe trackslaiddown aresafe,and the chiefengineer shouldverifythat the shiphassufficient fuel,waterand lubricants for the intended voyage I n a d d i t i o nt h , e d u t yo f t h e m a s t etro e x e r c i sper o f e s s i o n a l j u d g e mi netnhte l i g h to f c h a n g i n g circumstances remains a basicrequirement for safenavigation.

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2.2 RESPONSIBILITY FORPASSAGE PLANNING

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In mostdeepseaships,it iscustomary for the masterto delegate the taskof preparing the passage planto the officerresponsible for navigational equipment and publications. In otherships, the mastermayplanthe voyagehimself.

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lrrespective planning, of who carries out the taskof passage it remains the responsibility of the planprovides masterto ensurethat the passage the basisof safenavigation for the intended voya9e.

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L5 tlWhileresponsibility watersrestswith the master, for the planin pilotage the piloton boarding, or beforeif practicable, shouldadvise the masterof anylocalcircumstances so that the plancanbe updated(seesection2.7). Whileresponsibility for the planin pilotage watersrestswith the master, anynecessary (seesection2.7). amendments maytakeplacesubsequent to the Master/Pilot Exchange

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tr 2.3 NOTES PLANNING ON PASSAGE I na c c o r d a n w c ei t h I M OR e s o i u t i o4 n. 8 9 3 ( 2 1G) u i d e l i n e f osr V o y a g P e l a n n i n tgh, e r ea r ef o u r distinctstagesin the planningand achievement of a safepassage: o Appraisal,

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2 . 3 . ' l P l a na p p r a i s a l Beforeplanningcancommence, the charts,publications for the andotherinformation appropriate voyagewill needto be gathered togetherand studied. A passage is included in appraisal checklrst t h i sG u i d ea sb r i d q ec h e c k l i sBt5 .

2.3.2 Chartsand publications O n l yo f f i c i anl a u t i c aclh a r t a s n dp u b l i c a t i o snhs o u l db e u s e df o r p a s s a gpel a n n i n ga,n dt h e ys h o u l d be fullycorrected notices to mariners to the latestavailable and radionavigation warnings. Any publications missing needed{or the intended chartsand voyageshouldbe identified from the chartcatalogue andobtainedbeforethe shrpsails(seesection4.1'l). planningandfor plottingeachcoursealteration Forcoastal point(orwaypoint), and prlotage large planningand openwaterlegs,the largest scalechartsshouldbe used.Foroceanpassage scale chartsthat areappropriate shouldbe used.

2.3.3 The passageplan planshouldincorporate Thepassage the followingdetails: o plannedtrackshowingthe truecourseof eachleg; o legdistances;

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= 4 = At anytimeduringthe voyage, the shipmayneedto leavethe plannedlegtemporarily at short notice.Markingon the chartrelatively shallowwatersand minimumclearing distances in critical seaareasisonetechnique whichwill assist the OOWwhen havingto decidequicklyto what jeopardising extentto deviate without safetyandthe marineenvironment. However, in usingthis technique, careshouldbe takennot to obscure chartfeatures. On papercharts,onlypencilshould beused.

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planshouldalsotakeintoaccountthe needto monitorthe ship'spositionalongthe Thepassage route,tdentifycontingency actionsat waypoints, andallowfor collision avoidance in linewrththe COLREGS.

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planmaybe copiedso that the plancanbe readilyreferred Appropriate detailsof the passage to a t t h e m a i nc o n n i n gp o s i t i o n .

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2.3.4 Passageplanningand electronicnavigationsystems 2.3.4.1

Planningusing electronicchart displaysystems planningcanbe undertaken Passage eitheron paperchartsor usingan electronic chartdisplay (ECDIS) (ENC), and information system displaying electronic navigational charts sublectto the (RCDS) approval of the flagstateadministration. Raster chartdisplay systems displaying raster n a v i g a t i o ncahl a r t (sR N C ) c abne u s e df o r p a s s a gpel a n n i n ign c o n j u n c t i owni t h p a p e cr h a r t s(.S e e section4.'i . planningusingECDIS, Whenpassage the navigating officershouldbe awarethat a safetycontour canbe established aroundthe ship.Thecrossing of a safetycontour,by attempting to enterwater whichistoo shallowor attempting prohibited to crossthe boundary of a or specially definedarea suchasa trafficseparation zone,will be indicated automatically by the ECDIS whilethe routeis both beingplannedandexecuted. planningusinga combination Whenpassage of electronic and papercharts,particular careneeds pointsbetweenareasof electronic to be takenat transition and paperchartcoverageThevoyage involves distinctpilotage, coastal andoceanwaterphases. Planning withinanyone phaseof the voyageshouldbe undertaken usin.oithor:llolortrnniror all paperchartsratherthana mixtureof charttypes Wherea passage is plannedusingpapercharts,careshouldbe takenwhentransferring the details plan particular, of the to an electronic In chartdisplay system. the navigating officershouldensure that: o positions aretransferred to, and areverifiedon, electronic chartsof an equivalent scaleto that plotted; of the papercharton whichthe positionwasoriginally o anyknowndifference in chartdatumbetweenthat usedby the paperchartandthat usedby positions; the electronic chartdisplay systemisappliedto the transferred o the complete passage planasdisplayed on the electronic chartdrsplay systemischecked for accuracy and completeness beforeit is used.

2.3.4.2 Transferringroute plansto other navigationaids Caremustbe takenwhentransferring routeplansto electronic navigation aidssuchas GPS,since the ship'spositionthat rscomputedby the navaidis likelyto be in WGSB4datum.Routeplans sentto the GPSfor monitoring crosstrackerrorsmusttherefore be of the samedatum.

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2.4 NOTES PLANNING ON PASSAGE IN OCEANWATERS

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Whenplanningoceanpassages, the followingshouldbe consulted: o smallscaleoceanplanningand routeingchartsproviding rnformation winds, on oceancurrents, i c el i m i t se t c , ; o gnomonicprojection oceanchartsfor plottrnggreatcircleroutes,whenappropriate;

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Anticipated meteorological mayhavean impacton the oceanroutethat isselected. conditions For example:

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Details of weaiherrouteingservices for shipsarecontained in listsof radiosignals and in VolumeD (WMO)Publication of the WorldMeteorological Organrzation No.9. Long-range weather warningsarebroadcast on the SafetyNET Service alongwith NAVAREA navigationalwarnings as partof the World-Wide (WWNWS). Navigational WarningService

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2.5 NOTESON PASSAGE PLANNINGIN COASTAL OR RESTRICTED WATERS

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Bycomparison with openwaters,margins of safetyin coastal or restricted waterscanbe critical, as the timeavailable to takecorrective actionis likelyto be limited. Themanoeuvring characteristics of the shipandanylimitations or peculiarities that the shipmay problems have,including reliability with its propulsion and steering systems, mayinfluence the routeselected throughcoastal waters.In shallowwaterparticularly, allowance shouldbe madefor reducedunderkeel clearance causedby shipsquat,whrchincreases with shipspeed(seesection 3.3.2).

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Ships'routeingschemes, restricted a'easand reporting systems alongthe route,aswellasvessel trafficservices, shouldbe takenintoaccount(seesections 2.8,2.9 and 2.'10). galewarnings, Coastal weatherbulletins, including and coastal navrgational warningsbroadcast by coastradiostations and NAVTEX mayrequirechanges to be madeto the routeplan.

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2.6 MONITORING THEPASSAGE PLAN It is important that,when navigation is plannedthroughcoastal or restricted waters,due consideration is givento ensuring that the progress of the shipcanbe monitored effectively. Therefore, the routeplanshould,if possible, be readily available at the mainconningpositionso that continuous monitoring canbe performed easily. Of particular importance isthe needto monitorthe positionof the shipapproaching the wheel overposttion at the endof a track,andchecking that the shipissafelyon the newtrackafterthe alteration of course. planshouldincludedetailsregarding Thepassage the required frequency of position-fixing, regardless of whetheror not electronic navigation systems areused,andshouldalsoinclude detailsregarding cross-checking the ship'spositionby othermeans,including whenelectronic navigation systems areused. Distinctive chartfeatures shouldbe usedfor monitoring the ship'sposrtion visually, by radarand by echosounder, plan. andtherefore theseneedto be an integralpartof the passage

2.6.1 Visualmonitoringtechniques Ahead,transits canprovidea leadinglinealongwhicha shipcansteersafely. Abeam,transits providea readycheckfor usewhen alterrng course. At anchor, several transits canbe usedto m o n i t otrh e s h i o ' o sosition. Bearing linescanalsobe usedeffectively. A headmark,or a bearinglineof a conspicuous object lyingaheadon the trackline,canbe usedto steerthe ship,whileclearing bearings canbe usedto c h e c kt h a ta s h i oi s r e m a i n i nwoi t h i na s a f ea r e a .

2 . 6 . 2 R a d a rm o n i t o r i n gt e c h n i q u e s Whenradarconspicuous targetsareavailable, effective usecanbe madeof radarclearing bearings a n dr a n g e s . Shipswith goodathwartship trackcontrolcanuseclearing bearings to monitorthe advance of a position, parallel shiptowardsa wheelover while indexing canbe usedto checkthat the shipis maintaining trackand not driftingto portor starboard. Fordetailson radarand navigation, refer t o s e c t i o 4n . 2 . 3o f t h i sG u i d e .

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PLANNINGAND PILOTAGE 2.7 PASSAGE

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n 3 . 3( N a v i g a t i owni t h a p i l o t o nb o a r d ) T h i ss e c t i o snh o u i db e r e a di n c o n l u n c t i owni t h s e c t i o 3 (Maritime pilotage). andsection6

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2 . 7 . ' l P r e - a r r i v apl l a n n i n g pilotage planshouldbe prepared watersandthe rolesof the brrdgeteam covering A preliminary person nel. Certificate Exemption eveni{ the masterof the shiphasa Pilotage A planshouldstillbe prepared for the port. should arising, Planning for anchoring off the port,or abortingportentryin the eventof problems in that will assist be included as partof the plan.Theplanshouldalsoidentifychartedfeatures m o n i t o r i npgr o g r e sasn d i n c l u d ceo n t i n g e n cmye a s u r ei nst h e e v e n ot f p r i m a rey q u i p m e nf at i l u r e , poorvisibility etc T h eP i l o C t a r ds h o u l da l s ob e u p d a t e dT. h eC a r dc o n t a i nrsn f o r m a t i oonn d r a u g hat n ds h i p ' s p e e d s tf c o n d i t i oonf t h e s h i pc h a n g e sa ,sw e l la sa c h e c k l i o t h a ti s l i a b l et o c h a n g ea st h e l o a d i n g e q u i p m e nt ht a t i sa v a i l a b al en dw o r k i n g( s e ea n n e x4 3 ) .

2 . 7 . 2 Pre-arrivalinformation exchangewith the pilot

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of information takeplacewith the pilotbefore It is recommended that a pre-arrival exchange waters particularly local of the pilotage master has limited knowledge wherethe boarding,

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24 hoursbeforethe pilot'sETAwill An information initiatedby the shipapproximately exchange p l a n n i n g p l a c eb o t ho n t h e s h i pa n da s h o r eT.h e t o t a k e i c i e n t f o r m o r e d e t a i l e d a l l o ws u f f time t o b ef r r m l y t h e s h i pa n dt h e p i l o ts t a t i o n e x c h a n gwei l la l s oa l l o wc o m m u n i c a t i obnest w e e n Master/Pilot Exchange and Shore-to-Ship Ship-to-Shore established beforeembarkation. A1 andA2). PiloVMaster Exchange formscanbe usedfor thispurpose(seeannexes

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the exactdetailof the formscanvaryfrom ship Theseformsareintended onlyto providea basis; to keep recommended to ship,tradeto trade,or indeedfrom portto port.lt is nevertheless preliminary to thatwhichisstrrctly information exchange to a minimum,and limitthe information PiloVMaster lf appropriate, the Shore-to-Ship necessary to assistin planningthe pilotage. routeplan. by a graphical Exchange form canbe supported

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can hours,in whichtimecircumstances canlastfor several ln certainpilotage areas, the passage way of workingwithinany changes to the plan.Thepreferred altersignificantly necessitating

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planshouldbe discussed Thepilotagepassage with all members of the bridgeteampriorto the pilotboarding the vessel. Themastershouldadvisethe bridgeteamthat the pilotwill effectively be a new memberof the ship'sbridgeteam,who maynot be familiarwith the vessel's equipment or handlingcharacteristics. Themastershouldemphasise thatthe presence of a pilotaboardthe vessel doesnot release the bridgeteamfrom theirrespective dutresor responsibilities.

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Wherepre-arrival exchange hasnot takenplace,extratimeandsearoom mayneedto be allowed (seesection3.3.3.3). in orderto discuss the planfullybeforepilotagecommences

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(see Thepilotshouldbe handedthe PilotCard(seeannex43) andshownthe Wheelhouse Poster annexA4).TheWheelhouse Posterprovides a summary of shipmanoeuvring information. A m a n o e u v r i nbgo o k l ect o n t a i n i nm g o r ed e t a i l e idn f o r m a t i omn a ya l s ob e a v a i l a bol en t h e b r i d g e .

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Therewill be circumstances when a debriefbetweenoneof the bridqeteamandthe pilotcouro identifyimprovements in the conductof f uturepilotageoperations.

2.7.4 Preparingthe outward bound pilotage plan Afterberthingand beforethe pilotdepartsthe ship,the opportunity shouldbe takento discuss planwith the pilot,bearingin mindthatthe precise the outwardboundpilotagepassage way of workingwithinanypilotageareacanvarybetweenpilotsHowever, the outwardpilotisthe individual with whomthe relevant Master/Pilot exchange takesplaceandwith whom the outward b o u n dp r l o t a gpel a ns h o u l db e d i s c u s s eadn da g r e e d . _-_a

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2.8 PASSAGE PLANNING ANDSHIPS' ROUTEING Ships'routeing measures havebeenintroduced in a numberof coastal watersto: o reducethe riskof collision betweenshipsin areasof hightrafficdensities; o keepshipping awayfrom environmentally sensitive seaareas; o reducethe riskof groundingin shallowwaters. Theuseof ships'routeingmeasures plan. shouldform partof the passage Ships'routeingmeasures canbe adoptedinternationally by lMO.Suchschemes arerecommended for useby,and maybe mademandatory for,all ships,certaincategories of ships,or shipscarrying certaincargoes. Mandatory ships'routeingschemes shouldalwaysbe usedunless the shiphas compelling safetyreasons for not followrng them.

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IMO routetng provisions schemes will be shownon chartswith a noteof anypertinent asto their use.Fullerdetailsmaybe described publication in Sailing Directions. TheIMO Routeing Ships' contains full descriptions of eachschemeand anyrulesapplyrng, but thispublication is produced primarily for the benefitof administrations. lt is not keptup to dateas regularly as nautical publications, whichshouldalwaysbe consulted for the latestinformation.

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5include: usedin routeingsystems Elements - a routeingmeasure of streams of opposing aimedat the separation scheme o trafficseparation trafficlanes; trafficby establishing o traffic lane- areaswithindefinedlimitsin whichone-waytraffic flowsareestablished; in trafficlanesin whichshipsareproceeding zoneor line- a meansto separate o separation sea areas f rom adjacent lanes traffic rn orderto separate or nearlyoppositedirections opposite nr tn ceneratc diffprenttrafficlanes; v ,

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of seabottomand for clearance surveyed o deepwaterroute- a routewhichhasbeenaccurately articles; submerged

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passage of ships andexpeditious for the continuous sealane- sealanesdesignated o archipelagic waters; througharchipelagic

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SYSTEMS PLANNINGAND SHIPREPORTING 2.9 PASSAGE statesso that theycankeeptrack,via by a numberof coastal hasbeenintroduced Shipreporting systems waters.Shipreporting passing their coastal through of ships radio,radaror transponder, positton, course, their aboutships,suchas information usedto gatheror exchange aretherefore maybe usedfor passing traffic,the information speedand cargo.In additionto monitoring pollution. marine prevention of purposes and rescue and of search

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plan. shouldform a partof the passage systems Theuseof shipreporting

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and reportto systems of shipreporting Themasterof a shipshouldcomplywith the requirements as leaving upon required A reportmaybe that is required. authorityall information the appropriate maybe required reportsor information and additional wellason enteringthe areaof the system, to updateearlierreports.

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but listsof Directions, to on chartsand in Sailing maybe referred requirements Shipreporting Part G of the in contained are adopted systems IMO Details of provide full details. signals radio (2002 publication edition). Ships'Routeing IMO

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AISis usedby coastal authorities and othershipsto gatherinformation regarding a ship's characteristics, cargoand passage. As such,AISmaybe considered to be a constant shrpreporting programmed systemlt isessential that bothstaticand dynamicdata intoAISequipment remains accurate so asto avoidtransmittinq falsedata.(Seesection4.3.)

2.1O PASSAGE PLANNINGAND VESSEL TRAFFICSERVICES (VTS) particularly Vesseltraffic havebeenintroduced, services in portsandtheirapproaches, to monitorshipcompliance with localregulations andto optimise trafficmanagement. VTScanonly be mandatory withinthe territorial seasof a coastal state. plan.Thisshouldincludereferences VTSrequirements on shipsshouldform partof the passage to the specific radiofrequencies that mustbe monitored by the shipfor navigational or other w a r n i n g sa,n da d v i c e o n w h e nt o p r o c e e idn a r e a s w h e r e t r a f f i c f l iosw reguated. VTSreporting requirements maybe markedon charts,but fullerdetailswill be foundin Sailing D i r e c t i o na sn dl i s t so f r a d i os i q n a l s

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DUTIES OFTHEOFFICER

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3.1

OVERVIEW

3 . 1 . 1 M aster'srepresentative Underthe STCWCode,the OOWisthe master's representative and is primarily responsible at all t i m e sf o r t h es a f en a v i g a t i oonf t h e s h i pa n df o r c o m p l y i nwgi t ht h e C O L R E G S . As the master's representative, the OOWis in chargeof the bridgeandtherefore in chargeof the properly ln bridgeteamfor that watch,until relieved. compliance with shipboard operational procedures and master's the OOWshouldensurethat bridgewatchmanning standing orders, levels areat alltimessafefor the orevailrno circumstances and conditions.

3 . 1 . 2 P r i m a r yd u t i e s In orderto maintain a safenavigational watch,the primarydutiesof the OOWwill involve w a t c h k e e p i nnga, v i g a t i oann dG M D S S r a d i ow a t c h k e e p i n g . 3.1.2.1 Watchkeeping T h ew a t c h k e e p i nd gu t i e so f t h e O O Wi n c l u d e m a i n t a i n i nagl o o k - o uat n dg e n e r aslu r v e i l l a nocfe t h e s h i p c, o l l i s i oanv o i d a n ci n e c o m p l i a n cwei t h t h e C O L R E GrSe ,c o r d i nbgr i d g ea c t i v i t i easn, d makingperiodic checkson the navigat onalequipment in use.Procedures for handingoverthe watchand callingfor supporton the bridgeshouldbe in placeand understood by the OOW 3.1.2.2 Navigation plansafely Thenavigational dutiesof the OOWarebaseduponthe needto execute the passage a n dm o n i t otrh e p r o g r e sosf t h e s h r pa g a i n st th a tp l a n . 3.1.2.3

Radiocommunications personnel Duringdistress incidents, one of the GMDSSqualified shouldbe designated to have primaryresponsibility for radiocommunications. On passenger ships,that personcanhaveno otherdutiesdurinqa distress situation.

3.1.3 In supportof primaryduties 3.1.3.1

Controllingthe speedand directionof the ship TheOOWwill needto be conversant with the meansand bestpractices of controlling the speed and direction of the ship,handlingcharacteristics andstoppingdistances. TheOOWshouldnot h e s i t a tteo u s eh e l m e , n g i n eosr s o u n ds i g n a l l i nagp p a r a t uast a n yt i m e .

3.1.3.2

Pollutionprevention,reportingand emergencysituations TheOOWalsoneedsto be fullyconversant with shipboard obligations with regardto pollution prevention, reporting TheOOWshouldknowthe location andemergency situations. of allthe safetyequipment on the bridgeand how to operatethat equipment.

3 . 1 . 4 A d d i t i o n a ld u t i e s Theremayalsobe a numberof additional dutiesfor the OOWto undertake whileon watch. General communications, cargomonitoring, the monitoring andcontrolof machinery, andthe supervision andcontrolof shipsafetysystems aretypicalexamples.

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Underno circumstances shouldadditional dutiesinterfere with the exercise of primaryduties. Mobilephonesor otherpersonal electronic devices shouldbe usedonlyundercircumstances approved by the master. Thepotential distraction to personnel on the bridgecausedby the useof\ mobilephonesor otherelectronic devices shouldbe considered when determining shipboard policy.

3.1.5 Bridgeattendance

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TheOOWshouldnot leavethe bridgeunattended. However, in a shipwith a separate chartroom, the OOWmayvisitthat roomfor shortperiodsof timeto carryout necessary navigational duties afterf irstensurinq that it issafeto do so.

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3.2 WATCHKEEPING 3 . 2 . ' l M a i n t a i n i n ga l o o k - o u t In compliance with the COLREGS, a properlook-outmustbe maintained at alltimesto servethe ourooses of: o m a i n t a i n i nagc o n t i n u o usst a t eo f v i g i l a n cbey s i g h ta n d h e a r i n ga,sw e l la sb y a l lo t h e ra v a i l a b l e m e a n sw, i t h r e g a r dt o a n ys i g n i f i c a cnht a n g ei n t h e o p e r a t i negn v i r o n m e n t ; o f u l l ya p p r a i s i nt hge s i t u a t i oann dt h e r i s ko f c o l l i s i o sn t, r a n d i nagn do t h e rd a n g e rtso n a v i g a t i o n ; o detecting persons, shipsor aircraftin distress, shipwrecked wrecks,debrisand otherhazards to navigation, andto allowprecautions for securrty reasons, especrally in areaswith a knownrisk of piracyor armedattack. Fullattentionto look-outdutiesmustbe givenby the bridgeteamon watch.Section 3.2.6 ( C h a n g i nogv e rt h ew a t c h )i n c l u d easd v i c er e g a r d i nt gh e n e e dt o a l l o ws u f f i c i e n t itm e ,d u r i n gt h e hoursof darkness, for the visionof oncomingwatchkeepers to adjustto ambientlightconditions. Duringthe hoursof darkness, it isessential that the wheelhouse environment and shipboard procedures supportthe maintenance of adequate nightvisionfor watchkeepers and look-outs. An effective wheelhouse andchartroom blackoutshouldbe maintained; lightingusedin suchareas shouldbe of low intensity and colouredred.Theuseof blackoutcurtains or heavydrapeswill help to preserve darkness integrity when it is not possible fullyto otherwise exclude conventional artificial light Decklightingshouldbe considered carefully to avoidadversely affectingnightvision from the wheelhouse, evenif suchlightingonlyaffectsa restricted sectorof the horizon. It shouldbe notedthat evenmomentary exposure to brightlightcancompletely destroynight visionand,duringthe subsequent period,the abilityto maintain readjustment an effective lookout will be impaired. Consrderation shouldbe givento fittingcut-outswitches to doorsleading intowheelhouses and chartrooms sothat on openingsuchdoorsadjacent conventional white lightsources aremomentarily switched off. Whilesteering, a helmsman shouldnot be considered to be the look-out,exceptin smallships with an unobstructed all-round viewat the steerino oosition.

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3 . 2 . 1 . 1 S o l el o o k - o u t that on eachsuch Underthe STCWCode,the OOWmaybe the solelook-outin daylightprovided occasion:

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practices on how theyshould areto be followed,clearguidance lf solelook-outwatchkeeping procedures manual(seesection1.2.4). operational operatewill needto be givenin the shipboard

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3 . 2 . 2 G e n e r a sl u r v e i l l a n c e aboutthe shrpand itsday-to-day TheOOWneedsto maintaina highlevelof generalawareness operations. watchoverthe ship'sdecksto monitor,wherepossible, a general Thismayincludemaintaining people t p e c i awla t c h k e e p i n g w o r k i n go n d e c ka n da n yc a r g oo r c a r g oh a n d l i negq u i p m e nS in waterswherethereisthoughtto be a riskof piracyor armed maybe appropriate arrangements attack. or radioaerials of radarantennae, Whenever work is beingcarriedout on deckin the vicinity a tn ds h o u l dp o s t s o u n ds i g n a l l i nagp p a r a t utsh,e O O Ws h o u l db e p a r t i c u l a rol by s e r v a n controls. on the equipment warningnotices appropriate

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3.2.3 Watchkeepingand the COLREGS 3.2.3.1

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Lights,shapesand sound signals the conductof not onlyconcerns Compliance TheOOWmustalwayscomplywith the COLREGS. and lights and shapes the correct and sailingrules,but alsodisplaying vessels underthe steering m a k i n gt h e c o r r e cst o u n da n dl i g h ts i g n a l s l-*.

for immediate shutdown,but available deliberately A vessel driftng off a portwith herengines "vessel not undercommand"asdefinedby rule3(f)of the a restart, is not,for example, COLREGS,

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Cautionshouldalwaysbe observed whenapproaching othervessels. Vessels maynot be displaying t h e i rc o r r e cl ti g h to r s h a p es i g n a l so,r i n d e e dt h e i rs i g n a lcso u l db e b a d l yp o s i t i o n eadn do b s c u r e d by the ship'sstructure whenapproached from certaindirections. In seaareaswheretrafficflow is . regulated, suchas portapproaches andtrafficseparation schemes, it maybe possible to anticipate movements from certainshiptypes.In thesecircumstances, it is prudentto allowextrasearoom, as longasit issafeto do so

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3.2.3.2 Collisionavoidanceaction In general, earlyand positive actionshouldalwaysbe takenwhenavoiding collisions and,once actionhasbeentaken,the OOWshouldalwayscheckto makesurethat the actiontakenis having the desiredeffect.

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VHFradioshouldnot be usedfor collisron purposes. avoidance Valuable timecanbe wasted attempting to makecontactsincepositive identification maybe difficultand,oncecontacthas b e e nm a d e m , i s u n d e r s t a n d im n ga sya r i s e .

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A t t e m p t tso a v o i dc o l l i s i obny c o m m u n i c a t i u n sg i n gA I Se q u i p m e nsth o u l db e a v o i d e dA. c c i d e n t investigations haveshownthat suchattemptswastetime,distract the attentionof the OOWand oftenfarlto establish effective communication.

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Collisionavoidancedetection ln clearweather, the riskof collision canbe detected earlyby takingf requentcompass bearings of an approaching vessel to ascertain whetheror not the bearingis steadyandthe vessel ison a collision course. Carehowevermustbe takenwhenapproaching verylargeships,shipsundertow or shipsat closerange.An appreciable bearingchangemaybe evidentunderthesecircumstances but in facta riskof collision maystillremain. In restricted visibility, conductof vessels is specifically covered by the COLREGS. In these conditions, radar,and in particular electronic radarplotting,canbe usedeffectively for assessing riskof collision. TheOOWshouldtakethe opportunity to carryout radarplottingpractice in clear visibility whenever it is possible. Fordetailsconcerning the useof radarfor collision avoidance, referto section4.2.2of thisGuide.

3.2.4 Recordingbridge activities It is importantthat a proper, formalrecordof navigational activities and incidents, whichareof importance to safetyof navigation, is keptin appropriate logbooks. Paperrecords from courserecorders, echosounders, NAVTEX receivers etc.shouldalsobe retained at leastfor the durationof the voyage, suitably dateandtime markedif practicable. In orderto allowthe ship'sactualtrackto be reconstructed at a laterstage,sufficient information position, concerning courseandspeedshouldbe recorded in the bridgelogbookor using approved electronic means.All positions markedon the navigational chartsalsoneedto be retained untilthe end of the voyage

3 . 2 . 5 P e r i o d i cc h e c k so n n a v i g a t i o n ael q u i p m e n t 3.2.5.1 Operationalchecks Operational checkson navigational equipment shouldbe undertaken when preparing for sea(see bridgechecklist B2)andpriorto portentry(seebridgechecklist B3). =

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waters,it is importantalsoto Afterlengthyoceanpassages and beforeenteringrestricted coastal c h e c kt h a tf u l le n g i n ea n ds t e e r i nm g a n o e u v r a b i il si tayv a i l a b l e .

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pilotis in use(see o manualsteering shouldbe testedat leastoncea watchwhenthe automatic a n n e xA 7 ) : and recorded at leastoncea watch, o gyroand magnetic compass errorsshouldbe checked possible, major alteration; where and afterany course

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o compass repeaters regularly, including repeaters mountedoff the bridge, shouldbe synchronised position. suchas in the enginecontrolroomandat the emergency steering

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performance, from electronic Toensureadequate information equipment shouldalwaysbe from differentindependent sources. compared andverifred againstinformation 3.2.5.4 Checkingorders Rudder Goodpractice alsorequires the OOWto checkthat ordersarebeingfollowedcorrectly. providethe OOWwith an immediate for example, checkon angleand enginerpm indicators, whetherhelmand enginemovement ordersarebeingfollowed.

3.2.6 Changingover the watch (seebridge checklist812) TheOOWshouldnot handoverthe watchif thereis anyreasonto believe thatthe relieving officer is unfitto, or istemporarily lf in anydoubt,the OOW unableto, carryout hisdutieseffectively. s h o u l dc a l lt h e m a s t e r . lllness why the relieving officeris unfit or the effectsof fatigue,alcoholor drugscouldbe reasons for duty. Beforetakingoverthe watch,the relieving and officermustbe satisfied asto the shipsposition, aswellas noting confirmits intended track,courseand speed,and enginecontrols asappropriate, anydangers to navigation expected to be encountered duringhiswatch. Therelieving officershouldalsobe satisfied that all othermembers of the bridgeteamfor the new particularly watcharefit for duty, theiradlustment as regards to nightvision.Althoughthe time variesbetweenindividuals for eyesight to adjustcompletely from f ull artificial lightto allowan effertivenjohttime look-orrtthc timp renrrirsf, ShOuld nOtbe UndereStimated. VariOuS faCtOrS full nightvisionwill not be achieved in less affectindividual adlustment times,but in manycases (see fittedwith than 15 minutes section3.2.1).Watchkeepers and look-outs who usespectacles

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photo-chromatic (light-sensitive) lenses shouldbe awarethat when UV lightis removed or reduced the lenses do not clearcompletely andsomedarkening effectis retained at alltimes.Theabilityof a watchkeeper or look-outto performtheirdutieseffectively whenwearingspectacles fittedwith photo-chromatic lenses shouldbe considered carefully. lf a manoeuvre or otheractionto avoida hazardistakingplaceat the momentthe OOWrsbeinq relieved, handover shouldbe deferred untilsuchactionhasbeencomoleted.

3 . 2 . 7 C a l l i n gt h e m a s t e r TheOOWshouldnotifythe master, in accordance with standing ordersor the bridgeorderbook, when in anydoubtasto what actionto takein the interests of safery. Guidance on specific circumstances for callingthe masteror otherback-upsupportshouldbe givenin the shipboard procedures, operational supported by standing and bridgeorders,as appropriate. Situations wherethe mastershouldalwaysbe calledarelistedin bridgechecklist 813 TheOOWwill continueto be responsible for the watch,despite the presence of the masteron the bridge,untilinformedspecifically that the masterhasassumed that responsibility, andthisrs mutuallyunderstood. Thefactthat the masterhastakencontrolon the bridqeshouldbe recoroeo in the log book.

3.3 NAVIGATION 3.3.1 Generalprinciples It ls important that the OOWexecutes planas prepared the passage and monitors the proqress of the shiprelative to that plan. 3.3.1.1

Deviatingfrom or leavingthe passageplan lf the OOWhasto makea temporary deviation fromthe passage planfor anyreason, the OOWshouldreturnto the planassoonas it issafeto do so.Consideration shouldbe givento re-plotting the courseto the nextwaypornt to avoidpotentially confusing encounters and large alterations of course. lf the OoW hasto leavethe passage plan- a reporting of icemay,for example, requirean alteration of course the OoW shouldprepare and proceed alonga new temporary trackclearof anydanger. At the firstopportunity, the OOWshouldadvisethe masterof the actionstaken.The planwill needto be formallyamendedand a briefingmadeto the othermembers of the bridqe team.

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Monitoringthe progressof the ship Goodnavigational practice demands that the OOW: o understands the capabilities and limitations of the navigational aidsand systems beingused, a n dc o n t i n u a lm l yo n i t o rtsh e i rp e r f o r m a n c e ; o usesthe echosounderto monitorchanges in waterdepth;

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position. shiptrackforwardto identifythe projected/anticipated o plotshistorical

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3.3.'1.3 Plottingpositionsfrom electronicposition-fixingsystems

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position-fixing positions fromelectronic whentakinggeographical Careshouldbe exercised (see section4.9'33). likeGPSand plottingtheseontocharts systems T h eO O Ws h o u l db e a ri n m i n dt h a t : position-fixing WGSB4) usedby the electronic o if the chartdatumdiffersfromthe datum(usually areplotted position they before the co-ordinates to be applied will have to system, a datumshift for a exist shift does datum on the chart.lt shouldbe notedthat,wherean appreciable datumshift positions" noteproviding latitudeand longitude particular chart,a "satellite-derived v a l u ew s i l la p p e aor n t h e c h a r t ; maybe poorin certainareas:under o on chartswherethe surveysourcedataisveryold,accuracy using the OOWshouldnot relytotallyon positron-fixing in particular thesecircumstances radar navigational visual possible, of and increase the use where should, systems and electronic off the land. to maintainsafedistances techniques

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3.3.2 Navigationin coastalor restrictedwaters

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planntngin coastal with section2.5- Noteson passage Thissectionshouldbe readin conjunction (See 86.) checklist bridge waters. also restricted or largescalechartson shouldbe carriedout on the mostsuitable As a generalrule,navigation navigation All relevant board,andthe positionof the shipshouldbe f ixedat frequentintervals. positionand radar Visual are used. before they positively the OOW identified by marksshouldbe possible shouldbe usedwhenever techniques fixingand monitoring n. 8 ) a n d s cg h e m e(ss e es e c t i o 2 I n c o a s t a l w a t e tr hs e , O O Ws h o u l db e a w a r et h a ts h i p s ' r o u t e i n (see vesseltraffic stations and reportsto be madeto coastradio requiring systems shipreporting s e c t i o n2s. 9a n d2 . 1 0 )m a ye x i s t .

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is also characteristrcs and manoeuvring conditions of the ship'sdraught,stability Knowledge effecton the As the shipentersshallowwater,squatmayhavea critical important. to in draught.Squateffectvariesin proportion of the shipand causean increase manoeuvrability On boardinformation reduceasspeedis reduced. the squareof the ship'sspeedandwill therefore for individual loadingconditions. shouldbe usedto confirmsquatcharacteristics

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3 . 3 . 3 N a v i g a t i o nw i t h a p i l o t o n b o a r d Thissectionshouldbe readin conjunction with section2.7- Passage planningand pilotage, and with reference to section6 Maritimeoilotaoe.

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3.3.3.1 Responsibilities O n c et h e p i l o th a se m b a r k eadn dh a sa r r i v e o d n t h e b r i d g et,h e p i l o tw i l l . l o i tnh e b r i d g et e a m T . he pilothasa specialised knowledge of navigation in localwaters.Depending on localpilotagelaws, the mastermaydelegate the conductof the shipto the pilot,who directs the navigation of the shipin closeco-operation with the masterand/orthe OOW.lt is importantthatthe responsibilities of the pilotandthe masterareagreedand clearlyunderstood so that the pilotcanbe integrated e a s i l iyn t ot h e n o r m abl r i d g em a n a g e m e tnet a ma n dt h a ta n yp o t e n t i a l c o n f liiscat v o i d e dS. h o u l d conflictarise,bothpartieshavea responsibility to resolve thisin a professional mannerwith the priority overriding of safetyof navigation of the vessel. lf the conductof the vessel is deleqated from the masterto the pilot,thisshouldbe formalised and recorded.

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Thepresence of a pilotdoesnot relreve the masteror the OOWof theirdutiesand obligations for the safetyof the ship.Bothshouldbe prepared to exercise theirrightnot to proceed to a point wherethe shipwouldnot be ableto manoeuvre or wouldbe in anvdanqer.

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Pilotembarkation/disembarkation Forinformation on pilotboarding arrangements, referto annexA5.

3.3.3.3

Master/pilotinformationexchangeon boarding(seebridgechecklist84) Theprelrminary pilotagepassage planprepared in advance by the shipshouldbe discussed and agreedwith the pilotimmediately afterboarding. Thereshouldbe sufficient timeandsearoom to allowthisto happensafely. Wherelackof timeor searoom doesnot allowthe planto be discussed fully,the bareessentials shouldbe covered immediately andthe restof the discussion heldassoonas it issafeto do so, On a longpilotagepassage, it maybe appropriate to reviewand updatethe planin stages.

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Monitoringthe pilotage Thesafeprogress of the shipas plannedshouldbe monitored closely at alltimes.Thiswill also includetrackmonitoring regular position and fixingof the of the ship,particularly aftereach coursealteration, and monitoring underkeel clearance. Verbalordersfromthe pilotalsoneedto be checked to confirmthat theyhavebeencarriedout correctly. Thiswill includemonitoring boththe rudderangleand rpm indicators when helmand engineordersaregiven. It is recommended that communication betweenthe pilotandthe bridgeteamis conducted in the E n g l i slha n g u a goer a l a n g u a gceo m m o nt o a l lr e l e v a npte r s o n n (esl e es e c t i o n 1.2.11). lf the masterleaves the bridge,the OOWshouldalwaysseekclarifrcation fromthe pilotwhen in anydoubtasto the pilotsactionsor intentions. lf a satisfactory explanatron s not given,the OOW shouldnotifythe masterimmediately, takingwhatever actionis necessary beforethe master arrives. Whenever thereisanydisagreement with decisions of the pilot,the causeof concern s h o u l da l w a y b s e m a d ec l e a tro t h e p i l o ta n da n e x p l a n a t i os no u g h t TheOOWshouldbearin mindthat,duringpilotage, the shipwill needto be properly secured for sea.Excessive useof decklightingat nightmaycausevisibility interference.

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3.3.4 At anchor(seebridge checklist88)

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swingingcircle a fix on the anchordroppositionshouldbe madeandthe ship's on anchoring, for be selected should transits and baseduponthe lengthof cabletn use.Landmarks ascertained, shape and light and appropriate the positionof the shipas it liesat anchor, easeof monitoring anylocalregulattons' and CoLREGS the with accordance in shouldbe exhibited signals that the ship the oOW shouldmaintaina checkon the shipspositionto monitor Whileat anchor, ship. doesnot dragitsanchoror movetoo closeto anyotheranchored if particularly roundsmadeperiodically' andshipinspection A properlook-outmustbe maintained robbers' armed pirates or a rlskof attackby In waterswhichmightpresent the shiprsanchored or or if seaconditions if the shipdragsheranchor, Themastershouldbe notifiedimmediately deteriorate. visibility

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THESPEED 3.4 CONTROLLING A N DD I R E C T I OONFT H ES H I P

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3 . 4 . 1 U s eo f t h e e n g i n e s

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3.4."1.1 SafesPeed at a safespeedln restricted shipsshouldat alltimesproceed with the COLREGS, In compliance of the stoppingdistance reduce to speed in service satespeedmayrequirea reduction visibrlrty, speed speeds moderate at to proceed required the shrp.Whennearice,shipsarespecifically the shipis unableto alter where circumstances rn collision a avoid to maybe required changes course. the rrskcausedby washandwake, shipsshouldassess Highspeedcraftandfastconventional in shallowwater. partrcularlY 3.4.1.2

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Controland differentenginetypes fromthe the OOWshouldbe familiarwith theiroperation effectively, Tocontrolthe mainengines of aware be also should Theoow mechanism. of the propeller brrdge,aswellasthe operatron ships the of that the typeand configuration the systemmayhaveand appreciate anylimrtations through dresel diesel, Dtrect-drive speed. whenchanging couldhaveimplrcations engines to quick responses relatively have all and gasturbineengines turbo-electric geirbox/clutch, responsive' areless Gearedturbines areon stand-by. the engines change,provided

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3.4.2 Steeringcontrol Steering controlof the shipwill comprise manualsteering, probably supplemented by an pilot(autopilot) automatic or othertrackcontrolsystem.

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Useof overridecontrols

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Manualsteering override controls canbe usedon thoseoccasions whenthe autopilotis engaged andthe OOWneedsto takeimmediate and directcontrolof the steering. Override controls typically havea nonfollow-uptypeof operation and arelikelyto differf romthe mainsteering controlposition wherefollow-upcontrolis usual. TheOOWneedsto be familiarwith the operation of the steering controlsystems on the bridge,as wellasthe methodof controlat the emergency position. steering 3.4.2.2 Manoeuvringdata Shipsmanoeuvring datarscontained (seeannexes on the PilotCardandWheelhouse Poster A3 andA4).Someshipsalsohavea manoeuvring booklet.TheOOWneedsto be familiarwith this data. It is importantnot onlyto recordon the PilotCardthe shipsdraught,but alsoanypermanent or temporary shipidiosyncrasies that couldaffectthe manoeuvrability of the ship.A shipmay,for example, havea tendency to steerto portat full speed,but steerto starboard at slowspeed.

3.5 RADIOCOMMUNICATIONS 3.5.1 General -a

T h ef o l l o w i n g b a s i cp r i n c i p l easp p l yt o a l lc o m m u n i c a t i coanr r i e od u t b y r a d i o : priorityshouldbe givento distress, o absolute urgency and safetycommunications; o interference with otherradiousersshouldbe avoided; o frequencies shouldbe usedfor theircorrectpurpose. The ITUpublrcationManualfor Useby the Maitrme Mobileand MaritimeMobile-Satellite Services contains relevant extracts fromthe ITURadioRegulations, settingout the correctprocedures to be followed.

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3.5.2 Safetywatchkeepingon GMDSSships TheOOWshouldnormally (GOC).Forships be in possession of a General Operator's Certificate operating (ROC) onlyin GMDSS AreaA1, a Restricted Operator's Certificate issufficient. TheOOW will be responsible for ensuring with the radiowatchkeeping compliance requirements of SOLAS, the ITURadioRegulations and anylocalwatchkeeping rules. 3.5.2."1 VHFwatchkeeping

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MF (300-3000kHz)watchkeeping (MF)broadcasts Mediumfrequency will typically havea R/Trangeof between150and 250 nautical milesby dayand a DSCrangeof 600 to 700 nautical miles.Reception rangewill be greaterat night.Shipsmustkeepa continuous watchon

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HF (3000kHz - 30 MHz) watchkeeping (HF)broadcasts Highfrequency havean unlimitedrange.Shipsfittedwith HFmustkeepa continuous watchon: o the DSCdistress frequency8414.5kH4 o at leastoneof the DSCf requencies 4207.5, 6312,12577, 16804.5kHz,asappropriate to the t i m eo f d a ya n dt h e p o s i t i oonf t h e s h i p .

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Satellitewatchkeeping Shipsfittedwith a shipearthstation(SES) mustkeepa continuous watchon the satellite appropriate to the ship'spositionTherangeof satellite (exceptin polar broadcasts is unlimited regtons).

3.5.2.5 Maritimesafetyinformation (MSl)is definedas navigational Maritimesafetyinformation and meteorological warnings, meteorological forecasts andotherurgentsafetyrelatedmessages broadcast to ships. A continuous MSIwatchshouldbe keptat seaat alltimesby all ships.TheNAVTEX receiver meets thisrequirement whilethe shipiswithina NAVTEX coverage area.Beyondsuchcoverage, watchkeeping shouldbe undertaken usingthe appropriate MF,HFor satellite frequencies on whichMSIis broadcast.

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3.5.3 Logkeeping A radiolog mustbe maintained up to daterecords connected with contarning of all incidents radiocommunications the that appearto be of importance to the safetyof lifeat sea.ln particular, following a r en o r m a l lrye q u i r e d : relating to distress, andsafetytraffic, o a summary of communications urgency -

incidents; o a reference to importantradioservice o the positionof the shipat leastonceperday. Thelog shouldcontainthe identities of otherstations with whichthe shipcommunicates or attemptsto communicate, and records of anydifficulties experienced owingto congestion, interference, disturbances. atmospheric noiseor ionospheric Incrdents involving language or unnecessary shouldbe recorded with the obscene transmissions particularly identities if known Thisis relevant of the stations concerned, to VHFChannel16.

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3 . 5 . 4 Testingof equipmentand false alerts Radioequipment shouldbe testedat the intervals statedby the manufacturer and in accordance with flagstaterequirements. Greatcareshouldbe takento avoidthe transmission of falsealerts w h e nt e s t i n ge q u i p m e n t . Regular testingof radioequipment will demonstrate continued compliance with the requirements requirements). of Regulation 4 of SOLAS ChapterlV (Functional 3.5.4.1

Cancellation of falsealerts lf a distress alertis inadvertently by eitherVHF,N/For HFDSC: transmitted o the equipment mustbe resetimmediately; o a sa p p r o p r i a tteh,e e q u i p m e nsth o u l db e :

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o s e tt o V H FC h a n n e1l6 , o r o tunedfor R/Ton MF 2182 kHz,or o tunedfor R/Ton the HFdistress andsafetyfrequency in eachbandin whichthe falsealert wastransmitted; o a broadcast message to "all stations"mustbe transmrtted, cancelling the falsealert.

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lf a distress alertis inadvertently transmitted by a shipearthstation(SES), rescue the appropriate co-ordination centre(RCC)should be notifiedthat the alertiscancelled by sendinga distress prioritymessage by way of the samecoastearthstation(CES)through whichthe falsedistress alertwassent. lf a distress by an EPIRB, alertis inadvertently transmitted the appropriate RCCshouldbe contacted througha shorestationandthe distress alertshouldbe cancelled

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PREVENTION 3.6 POLLUTION pollutionof the andaccidental effectsof operational TheOOWshouldbe awareof the serious s h i p b o a rOdi lP o l l u t i o n m a r n ee n v r r o n m eannt ds h o u l db e f a m i l i awr i t h M A R P OaLn dt h e s h i p ' S Plan(SMPEP) asappropriate. Emergency MarinePollution Emergency Plan(SOPEP) or Shipboard plan (An SMPEP documentfor the oil pollutionemergency andthat for canbe a combined noxiousliquidsubstances.)

3.6.1 Reportingobligations anothership authorities whenan incidentinvolving All shipsshouldmakea reportto the relevant on theirown shipinvolves: isobserved or an incident abovethe permitted of oil or of noxiousliquidsubstances o a discharge discharge or probable the safetyof the shipor savinglife;or including securing levelfor whateverreason, form,including thosein in packaged of harmfulsubstances o a discharge discharge or probable portable and barges. containers, tanks,vehicles that affectsthe safety damage,failureor a breakdown if the shipsuffers A reportis alsorequired probable intothe sea in discharge results a discharge or and of the shipor impairs safenavigation, if therehasonly required lt shouldbe notedthat reportsarenot normally of a harmfulsubstance. or equipment or failureof machinery beena breakdown

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e sa n a p p e n d itxh e l i s to f a g e n c i eosr o f f i c i a losf a d m i n i s t r a t i o n s T h eS O P E P / S M sPhEoPu l di n c l u d a that shouldbe contacted. point,the a listedreporting In the absence of a localagencyor if thereisanydelayin contacting RCC should be movement reporting station or ship nearest radiostation,designated coastal rneans. contacted by the fastestavailable

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3.7

EMERGENCY SITUATIONS

3,7.'l General in PartC of this contained with the emergency checklists TheOOWshouldbe fullyconversant and shouldknow SafetyManagement System withinthe shipoperator's Guideor similarchecklrsts situations. to emergency what initialactionto takein response s t3 )o r a m a n A c o l l i s i o(ns e ee m e r g e n ccyh e c k l i sCt2 ) ,a g r o u n d i n(gs e ee m e r g e n ccyh e c k l i C (seeemergency thatwill requireimmediate of situations checklist C4)areexamples overboard on the bridge. actionfromthe OOWbeforethe masterarrives exercises to be carriedout.Thesedrills drillsand mustering SOLAS requires emergency trarning, emergency controlstation will involve the OOWon thoseshipswherethe bridgeisthe designated the actionsto be emergency alarmsignals, with the general TheOOWshouldbe fullyconversant g r i n s t i g a t i nagn a l a r ma n dt h e s h i p ' es m e r g e n cpyl a n s . t a k e no n h e a r i n o

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An illustrated tabledescribing the ship'slifesavrng appliances shouldbe kepton the bridge.Shrps or persons in distress shouldusethe prescribed signals whencommunicating with life-saving stations, maritimerescue units,N,4RCCs and aircraftengagedin searchand rescue operations

3.7.2 Reporting -l

TheOOWshouldbe awarethat SOLAS ChapterV Regulation 32 provides detailsof the obligation to broadcast dangermessages to shipsin the areaandthe nearest coaststationwith notification o f c o n d i t i o nt h s a ti n c l u d e : o dangerous ice; o a dangerous derelict or anyotherdirectdangerto navigation; o a tropicalstorm; o sub-freezing airtemperatures associated with galeforcewindscausing severe iceaccretion on superstructu res; o windsof force10 or aboveon the Beaufort scalefor whichno stormwarninonasoeen received. T h es a f e t sy i g n asl h o u l db e u s e dw h e na n n o u n c i ndga n g e m r e s s a g e( sse es e c t i o 4n . 1 2 . 3 . 3 ) .

3.7.3 Searchand rescue(seeemergencychecklistC7) TheOOWshouldbe awarethat SOLAS ChapterV Regulation 33 includes detailsof shins'searrh (SAR) and rescue obligations. On receiving a signalfromanysourcethat persons arein distress at sea,shipsthat arein a position to provideassistance areboundto proceed with all speedto theirassistance. Shipscanalsobe requisitioned to provideassistance DuringSARoperations, ship-to-ship communication shouldbe by VHFor MF.Satellite channels shouldbe keptfreefor communicatrons with rescue co-ordination centres. Guidance on search and rescue activity canbe foundin the IAMSAR Manualpublished by lMO.

3.7.4 Helicopteroperations TheOOWof a shipthat is likelyto be engagedin the transferof personnel or storesby helicopter shouldbecomefamiliarwith the ICSGuideto Heltcopter/Ship Operations.

3.7.5 Piracy TheOOWof a shipthat is likelyto operatein watersthat maypresent a riskof attackby pirates or armedrobbers shouldbe familiarwith the latesteditionof the ICS/lSF publicatron Pirates and Armed Robbers:Guidelineson Preventionfor Mastersand ShipSecuiltvOfficers.

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ANDMAINTENANCE A OPERATION EQUIPMENT + OFBRIDGE 41

GENERAL familiarwith allthe officers arecompletely It is importantthat the masterandthe watchkeeping on board. chartsand publications equipment, navigational and communications of operatingmanuals themselves with the contents Bridgewatchkeeping officersshouldacquaint to be andthe procedures particularly with regardto the settingup of controls for equipment, failure. followedin the eventof equipment (ECDIS systems and ECS)arefitted,f ull useis made navigation It rsimportant that,whenelectronic of crosstrackerror the determination waypointand otheralarms, including of theircapabilities provide to the barriers OOW and interaction with the will stimulate and depthof water.Suchuse vessel departing from its plannedtrack. (seesection3.2.5)should foundto be carriedout. Equipment Periodic checkson the equipment in the recorded haveoperational defectsshouldbe broughtto the attentionof the masterand logbookandon the PilotCard(seeannex,A3). to instructions shouldbe carriedout according preventive of all equipment Regular maintenance procedures manualand manufacturers'manuals. maintenance setout in the shipboard on voyageshouldbe available for the intended appropriate A full setof chartsand publications boardand keotuo to date.

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RADAR and be aware betweenX andS-bandradars, with the differences TheOOWshouldbe familrar of bandfor the detection in the 9 GHzfrequency of operating that the X-bandradaris capable (SARf)devices. search and rescue transponder unitto allowradardisplays an interswitching that includes On shipsfittedwith a radarinstallation arrangements. the OOWshouldbe familiarwith interswitching to changetransceivers,

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4.2.1 Good radar practice

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at alltimesand shouldbe It is recommended that a radaris keptrunningandfullyoperational asappropriate. to the VDRor S-VDR connected Whenusingradar,the OOWshouldbearin mindthe following: monitor, a performance of the radarneedsto be checkedregularly: o the qualityof performance if f itted,shouldbe usedfor thispurpose;

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of potential interpretations o an incorrectly alignedheadingmarkercangiveriseto misleading periodically againstboththe needschecking headingmarkeralignment collision situations: g n dt h ef o r ea n da f t l i n eo f t h e s h i p ; c o m p a shse a d i n a maynot be detectedby the o smallvessels, iceand otherfloatingobjectssuchascontainers radar; shouldbe usedwith care; o videoprocessing techniques

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o echoesmaybe obscured by seaor rainclutter:the carefuluseof cluttercontrols will assist; o mastsor otherstructural features maycauseshadowor blindsectors on the 6li
Clearweather practice Operating the radarat seain clearweatherwill providean opportunity for watchkeepers to practise theirradarcollision avoidance and navigation for skrlls; example, radarobservations and practice targetvectors canbe checked visually. Regular of parallel indexing in clear techniques weatherandsafewatersshouldprovide watchkeepers with improved abilityin thisform of track monrtorrng,

4 . 2 . 1 . 2 R a n g es c a l e s Thechoiceof rangescales will dependuponfactorssuchastrafficdensity, speedof own shipand how oftenthe radaris beingobserved. Detection of targets,particularly smalltargets,is generally betterat shortranges. However, if the radaristo be usedfor plotting,it is not advisable to usea scalethat istoo short. Advance warningof approaching vessels and landisan importantfactorin deciding upona safe speed,and requires the monitoring of longerrangescales.

4 . 2 . 2 R a d a ra n d c o l l i s i o na v o i d a n c e 4.2.2.1

Accuracyof own ship speedand headinginputs In radarplotting,measurement of the course, speedandaspectof a targetis usedto determine pointof approach the closest of thattargetandto indicate whetheror not thereis a riskof collision. Theaccuracy of the targetplotwill dependuponan accurate inputof own ship'scourseand speedduringthe plottinginterval; a yawingshipor inaccurate speedand headinginputsintothe radarwill reducethe accuracy of calculated targetvectors. Plotinaccuracies will be mostapparentin head-onsituations and maymakea targetappearto be passing clearwhen in fact it is crossing aheador nearlyahead.

4.2.2.2

The plotting period A singleobservation of the rangeand bearingof a targetcannotgiveanyindication of target courseandspeed.Multipleobservations arerequired, andthe longerthe plottingperiod,the greaterwrllbe the accuracy. Accuracy in the plotwill howeverbe lostif eitherown shipor the targetchanges courseor speed duringthe plottingperiod.A changein the courseor speedof the targetmaynot be immediately detected. Theestimation of the courseand speedof the targetand riskof collision isonlyvalidup to the timeof the lastobservation. Thesituation musttherefore be keotcloselv underreview.

4.2.2.3

Changingtarget bearing It shouldnot be assumed that,because the relative bearing of a targetischanging, thereisno riskof collision. An alteration of courseand/orspeedof own shipmayalterthe relative bearing ano,ar (seesection closequarters, rrskof collision canexistevenwith a changing compass bearing 3.2.3.3).

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4 . 2 . 3 R a d a ra n d n a v i g a t i o n Whenusingradarfor position-f ixingand monitoring, the OOWshouldcheck:

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4.2.3.1 Parallelindexing Parallel indextechniques in relation to the canbe usefulwhen monitoring the ship'sprogress p d s s d gper a n . ^----^^^t-

Parallel indexing but provides doesnot fix the shipsposition, a methodon the radarof verifying that the shipis maintaining a safecourseto passa fixedobject,suchasa headland, at the desired passing replace distanceParallel indexing doesnot therefore the needto fix the ship'spositionon the chartat regularintervals. Thetechnique requires an indexlineto be drawnto passthroughthe radarechoof a fixedobject, passing tangential to a VRMsetto a rangeequalto the desired distance. Theindexlinewill lineup parallel to the groundtrackthat the shipwill needto followto maintain a safepassing distance. motionand groundstabilised Parallel indexing truemotionmodesof canbe usedon both relative radaroperation. With a relative motiondisplay, the echoof a fixedobjectwill movein a direction andat a speedwhichisthe reciprocalof own shipsgroundtrack,andthe echoshouldmove alongthe indexline.On a groundstabilised true motiondisplay, the echowill remainstationary andthe edgeof the VRMshouldmovealongthe indexlineasthe shippasses the echo. 4.2.3.2 Electronicmapping Electronic mappingfacilities for displaying arecommonly available on the radarprcture, the passage planand localareamaps.

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Mapscanbe drawnto includechartfeatures suchas buoys,channellimits,separation zonesand anchorages usinga numberof differentlinesand symbols. Oncecomplete, the mapcanbe stored i n t h er a d a r planneedsto be geographically Any mapor passage referenced so that it will appearon the radar correctly orientated relative to the ship'sposition. and positioned

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Anyerrorsin the shipspositionusedby the radar,errorsin the accuracy of the mapsor poorradar (seesection2.3.4.2). problems groundstabilisation couldcausemapinterpretation

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4.2.4 Electronicplotting devices On largerships,at leastoneof the radarscarriedis likelyto haveautomatic radarplottingaid (ARPA) functions. may be fitted Radars on smaller ships wrth eitherautomatic trackingaid(ATA)or plottingaid (EPA) functions. electronic

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ATAusesARPAhardware but with limitedfunctionality: thereareno trialmanoeuvre, targetpast positionor guardzonefeatures, and manualacquisition is limitedto 10 targets.EPAoffersbasic plottingfunctions plotter. electronic that areasgoodasa reflectron

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In comparison with standard radar,ARPAandATAoffera numberof automated collision avoidance features. However, watchkeepers shouldbe awareof the dangers of beingoverreliant on thesedevices and must:

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(CPA)with precision pointof approach o treatthe apparent of the digitaldisplay of the closest caution;

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Correctand reliable speedand headinginputsinto bridgeequrpment including ARPAor ATAare vitalif information isto be processed correctlyInputderivedfrom GPSequipment shouldbe monitored and periodically cross-checked with independently deriveddatato verifyitscontinued accuracy.

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(watertracked) Speedand headinginputsneedto be seastabilised to provide the ARPAor ATA (bottom with speedand coursethroughthe water.Theuseof thesedevices in a groundstabilised tracked)modefor assessing riskof collision couldbe particularly hazardous in seaareasthat experience significant tidalstreams andcurrents.

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Headingand speedinputs

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Automatictargetacquisition Features suchasguardzonesandtargetacquisition footprints arecommonlyusedfor the automatic acquisition ARPA of targets. Suchfeatures shouldalwaysbe usedwith caution,especially in seaareaswhereradar inconspicuous targetscanbe expected,

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AISisa maritimemobilebandVHFbroadcast system that cansendbothdynamicand staticship i n f o r m a t i osnu, c ha s M M S Ic, a l ls i g n p , o s i t i o nc,o u r s e a n ds p e e dt,o o t h e rA I St r a n s p o n d earnsd years basestations. Recent haveseenAISfunctionality expandto includethe sendingof a variety of additional information, suchas ETA,waypornts, datafrom navigational aidssuchas buoysand lighthouses, passenger rateof turn,timestamp,shiptype,typeof cargo,draught,dimensions, ^l^+.il-

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All shipsof 300 grosstonnageand upwardsengagedon international voyages, and cargoshipsof 500 grosstonnageand upwardsnot engagedon international voyages, and passenger ships irrespective of sizeshallbe fittedwith AlS,as required by IMO

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of the It isvitalthat the AISunit is installed andoperatedcorrectly. Unless thisis done,the integrity mustbe checked Basicstaticdatasuchasshipdimensions broadcast datacanbecomeunreliable. for accuracy, asmustthe correctinputof dynamicdatasuchasspeedetc. but alsolowersthe Poorqualitybroadcast datanot onlybringsthe AISconceptintodisrepute, reducethe potential mariner's confidence in observed dataof othershipsandcansignificantly gainsto be hadfromthisequipment. asan aid Thisis particularly relevant if AISisto be considered contribution it canmaketowards to collision avoidance by makinguseof the potential visibility. navigational safetyin areasof hightrafficdensityor reduced and radar,isan itemof bridgeequipment that AIS,in commonwith the useof helmcontrols shouldbe at the disposal areencouraged to ensurethatwatchkeeping of the OOW.lvlasters officers aref ullyfamiliarwith the useof thisequipment andthat theymonitoritsperformance duties. and,if necessary, makeanyoperational adjustments aspartof theirnormalwatchkeeping I n c o m i nA g I Sd a t as h o u l db e u s e dw i t h c a u t i o nI .n a d d i t i o no,c c a s i o ncahl e c ks h o u l db e m a d et o by own shipis accurate. ensurethat courseandspeeddatatransmitted

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4.4.1 VDRand S-VDRoverview

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for carriage VDRand S-VDR equipment hasbeenmandated on both new ships(VDR)andexisting ships(S-VDR) according to schedules agreedat lMO.Similar to the blackboxescarriedon aircraft, in the VDRequipment accident investigators to reviewprocedures and instructions enables momentsbeforean incidentand helpsto identifythe causeof anyaccident. provides Additionally, S-VDR the vessel operatorand ownerwith information that canenhance provides with a comprehensive record shipoperation and management, and the owner/operator of eventsduringa givenperiod.

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from Performance standards for VDRswereadoptedby IMO in 1997with phasedimplementation performance for from 2006. 2002.Subsequent requireimplementation IMO standards S-VDR records VDRshouldcontinuously maintainsequential of preselected dataitemsrelating to status a n do u t p u to f t h e s h i p ' es q u i p m e natn dc o m m a n d a n dc o n t r ool f t h es h i p A . s a m i n i m u mt ,h e radardata,echo followingparameters mustbe recorded: dateand time,position, speed,heading, sounderdata,mandatory alarms,rudderdata,telegraph data,hullopeningandwatertightdoor also status,aswellaswind dataand accelerations and hullstresses. VDRand S-VDR equipment r e c o r dasl l V H Fc o m m u n i c a t i oannsda l l v e r b aclo m m u n i c a t i ionnt h ew h e e l h o u s e .

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that is brightlycoloured TheVDRshouldbe installed in a protective capsule andfittedwith an lt shouldbe entirely automaticin normaloperation. appropriate deviceto aid location.

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4.4.3 S-VDRrequirements An S-VDR is not required to storethe samelevelof detailed dataasa standard VDR,but ' nonetheless shouldstore,in a secure and retrievable format,information concerning the position, physical movement, status,commandand controlof a shipoverthe periodleadingup to and following anincident.

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4.4.4 Preservingrecords In somedesigns of VDRand S-VDR, the speedyintervention of the masteror otherpersonon boardis neededfollowingan incident to ensurethe datais saved.With thesemodels,if thereis no manualintervention, the datawill be overwritten within12 hoursand so will not be available to the accident investigator. lt istherefore essentialfor masters, watchkeeping officers and accident inspectors to be awareof the features of particular systems fittedto ships.

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4.5 STEERING GEAR ANDTHEAUTOMATIC PILOT 4.5.'l Testingof steeringgear

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4 , 5 . 2 Steeringcontrol s o u l db e r e a di n c o n j u n c t i owni t hs e c t i o 3 T h e s ep a r a g r a p h sh n . 4 . 2 o ft h i sG u i d e Steering controlof the shipwill comprise manualsteering, probably supplemented by an pilot(autopilot)or automatic othertrackcontrolsystem. position, At eachsteering thereshouldbe a gyrorepeater and rudderangleindicator. An emergency position, back-upsteering usually in the gearf lat,isalsorequired. steering

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lf an autopilotisfitted,a steering modeselector switchfor changingbetweenautomatic and manualsteering, and a manualoverride controlto allowthe OOWto gaininstantmanualcontrol of the steering, will be required. 4.5.2.1 Theautopilot(heading/trackcontroller) Theroleof the autopilotisto steerthe shipautomatically. Theautopilotcaneitherbe operated independently or,in an integrated bridge,controlled by a navigation system. Whenoperated asan independent system, the courseto steerwill needto be setmanually on the autopilotandthe autopilotwill steerthat courseuntila new coursetsenrereoWhenlinkedto an tntegrated system, the autopilotwill be ableto receive crosstrackerror(XTE) information and track-keep automatical ly. 4.5.2.2

Automatictrack-keeping(if fitted) Track-keeping controlallowsthe shipto maintainits plannedtrack,whereas course-keeping only ensures that the shipis pointingin the rightdirection. Windand currents can,for example, move t h e s h i ps i d e w a yasn do f f i t st r a c kw h i l et h e s h i p sh e a d i n rge m a i nusn c h a n g e d .

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Fora shipto operatean automatic system, and track-keeping the autopilotshouldbe adaptive ableto performturnsautomatically betweentracklegs,usingeitherpre-set turn radiusor rateof turn values. the wheel Turnsarecommenced at a wheeloverpositiononlyafterthe OOWhasacknowledged overpositionalarmand issatisfied that it issafeto execute the turn. the system to lf a malfunction shouldalarmand revertimmediately occurswhentrack-keeping, course-keeping mode. lf the malfunction occurswhilethe autopilotis on a track,the autopilotshouldcontinueto steer occurs, a turnwhenthe malfunction the pre-set courseof that track.lf the autopilotis performing the autopilotshouldcomplete turnvalueandtakeup the courseof the the turn at the pre-set nexttrack. functions An autopilotperforming automatic track-keeping and itsalarmoutputsshouldalways be monitored closely.

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Theabilityof the autopilotto followclosely a plannedtrackwill dependuponthe accuracy of the XTEinformation sentto the autopilotfromthe navigation system(seesection4.10.3).

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As partof the steering controlsystem, thereshouldbe an off-course alarmfacilityto warnthe from itscourse. OOWwhenthe shipdeviates excessively Examples of appropriate devices include:

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o a secondgyrocompass with a headingcomparison unitconnected to bothcompasses. Thealarmshouldbe in useat alltimeswhenthe autopilotis in operation. Theuseof the off-course alarmdoesnot relieve the OOWfromfrequently checking the course that is beingsteered. its Non-activation of the off-course alarmwill not alwaysmeanthat the shipis maintaining plannedtrack.Theshipmaybe movedoff itstrackby wind and currents eventhoughthe heading r e m a r nusn c h a n g e d .

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4.6 COMPASS SYSTEM 4.6.'l Magneticcompass Themagnetic is generally fittedabovethe bridgeon the centreline with a periscope, so compass position. that the compass is readable fromthe helmsman's

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Wherethe magnetic compass rsneededto provideheadingoutputsto otherbridgesystems, a (TMC)isfitted.TMCoutputsshouldbe corrected transmitting magnetic compass for compass errorandthe TMCshouldbe testedoncea week,in clearvisibility. A compass deviation cardshouldbe maintained and postedon the bridge.Thecompass wjll need to be swungat intervals duringthe shipslife,and particularly aftermajorsteelconversion work to the ship.Cautionshouldbe observed when usrngthe magnetrc compass on snipsthat carry magnetic cargoes suchas ironand steel. Compass safedistances arespecified on all electrical bridgeequipment and providethe minimum distances fromthe magnetic compass that equipment canbe installed.

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It is recommended that the gyrocompass shouldbe run continuously. Shoulda gyrocompass stop for anyreason, it shouldbe restarted and subsequentlv checked beforeuseto ensureit has "settled"and is readingcorrectly. Speedand latitudecorrections needto be appliedto the gyrocompass. Wherethe gyrohasno directspeedlog or positioninput,manualcorrections will haveto be madeas required. Thegyrowill supporta numberof repeaters, including a repeater at the emergency steering position. Gyrorepeaters on the bridgeshouldbe checked againstthe maingyroat leastoncea watchand afterexcessive manoeuvring. Otherrepeaters shouldbe checked frequently.

4.6.3 Compass errors As a safeguard againstthe gyroand gyrorepeaters wandering, frequentchecksshouldbe made betweenthe magnetic and gyrocompasses. Magnetic and gyrocompass errorsshouldbe checked and recorded eachwatch,wherepossible, u s i n ge i t h e ar z i m u t h o r t r a n s ibt e a r i n g s . A recordof magnetic and gyrocompass courses to steerand compass errorsshouldbe maintained a n d k e p ta v a i l a btl o e t h eh e l m s m a n

4.6.4 Rateof turn Whenshipsaremanoeuvring, particularly largeshipswherethe distance betweenthe bow and the pivotpointof the shipisconsiderable, rateof turn indication provides the shiphandler with feedback on how quicklythe shipisturning.Rateof turn measurement is usedby automatrc trackkeepingsystems to performcontrolled turns. =

4.7 SPEED AND DISTANCE MEASURING LOG = = = = -

Speedlogs,depending upontheirtype,will provideeithermeasurements of speedthrouqhthe wateror speedoverthe ground.

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4.7.1 Typesof speedmeasurement ln general terms,speedthroughthe wateris usedfor radarcollision avoidance andspeedoverthe groundrsusedfor navigation. Cautionshouldbe exercised if speedoverthe groundis usedfor collision avoidance, canarisein the aspectof a targetand itsvectordueto strong asdifferences crosstides.Speedmadegoodcanalsobe measured on shipsand represents the speedthat the period good shiphasachieved overa of time Speedmade canbe measured fromthe chart position-fixing betweenposition-fixes, and is alsocalculated andtransmitted systems. by electronic

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4.7.2 Directionof speedmeasurement Doppler-type logscanbe eithersingle-axis and measure speedin the foreand aft direction or dualaxisand measure movement. foreandaft and athwartship Coupledwith rateof turn measurement, logsarealsoableto calculate dual-axis the speedanddirection of movement of the b O w a n d 5 [ a r n F l o r t r n - m : n n o t i r l O g Sp r O v i d eS i n g l e - a x i Sm e a S U r e m e n tO n l y .

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As wellas indicating ship'sspeed,logsrecordand display distance travelled. lt isgood navigation practice to initialise the log distance trip at the startof eachnew trackand recordlog distances in the logbookat the endof eachwatch.

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4.8 ECHOSOUNDERS Thenavigational to operatedownto depthsof at least echosoundershouldbe expected '1'10 200 metres(approximately fathoms).

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4.9 ELECTRONIC POSITION.FIXING SYSTEMS position-fixing providean automatic Electronic positionupdatefor ships systems and continuous fittedwith a suitable receiver usingeithera terrestria hyperbolic radionavigation system, suchas LoranC, or a globalsatellite system, suchas GPS.

4.9.1 Hyperbolicpositioningsystems

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J positroning Theuseof hyoerbolrc systems at seahasdeclinedOmegaand Deccaareno longer operational. However, LoranC, asa back-upto the globalnavigation satellite system, isto be retained for the time beinq.

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4.9.2 Globalnavigationsatellitesystem A globalnavigation satellite system(GNSS) isa satellite system that provides shipsfittedwith suitablereceivers with a meansof obtaining contrnuous worldwideposition, timeand speed information. (GPS), TheGlobalPositioning System operatedbythe UnitedStates, andthe GlobalNavigation (GLONASS), Satellite System operatedby the Russian Federation, arecurrently for civilian available u s eo n s h i p s .

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Othersystems suchas Galileo, the European satellite navigation system, arealsounder development. 4 . 9 . 2 . 1 G P Sa n d D G P S Since200'1,the artificial degradation appliedby the UnitedStates authorities to GPStransmissions (SA)has and knownasSelective Availability beenremoved. global Theprevious commercial '100 posttioning capability with accuracy of the orderof metreswas improved by thismeasure to offeraccuracy of 15-25metresat the receiver antenna. Differential GPS(DGPS) receivers applycorrections to raw GPSsignals determined andtransmitted by terrestrial monitoring stations. Differential signals canbe transmitted to shipsviasatellites or positional usingHFradiolinks.WithinDGPS coverage, accuracy of the orderof 10 metres, or better,at the receiver antennais possible. Greaternavigational accuracy thanthat offeredby the abovesystems is provided by specialised equipment including GPSbasedequipment, and is usedby thosewho requireincreased positional f idelity.

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Whenfollowinganytrackon an electronic navigation or paperchart,the OOWshall, system of speed alteration, first assess the likelyconsequences beforemakinganycoursealteration and/or to develop. suchactions situation to ensurethat theydo not causea closequarters

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qualitylimitsto monitorthe fix qualityof eachposition-fixing o usingpre-set systemconnected to the integrated bridge;

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4.9.3.2 Routemonitoring Routestorageandcrosstrackerror(XTE)monitoring arecommonGPSfeatures. Byenteringthe passage planin the GPSaswellasthe navigation system, the GPScanprovidean integrated ( l B S ) w i tahn i n d e p e n d e rnot u t em o n i t o r i ncga p a b i l i t y . b r i d g es y s t e m 4.9.3.3

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position-fixing positions Electronic GPSreceivers, referenced to systems, and in particular calculate the globaldatumWGSB4. Thismaynot be the sameasthe datumof the chartin use,with the resultthat the position when plottedmaybe wrongin the contextof the chart.

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positions" Wherethe difference noteon the chart or datumshiftis known,a "satellite-derived provides the offsetto applyto the positionbeforeit is plotted.

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positions fromWGS84to the datumof the chart Manyreceivers havefacilities to transform internally, lt is nevertheless so eliminating the needto applydatumoffsetsmanually. recommended is keptreferenced to WGSB4and positionshiftvaluesareapplied that the receiver parameters manually usedin the receiver maydifferfromthose because the transformation parameters usedby the hydrographic officethat produced the chart.

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(IB5) 4.1O INTEGRATED BRIDGE SYSTEMS An integrated bridgesystemis a combination of systems whichareinterconnected to allowthe centralised monitoring of sensorinformation and controlof a numberof operations suchas passage execution, communications, machinery control,safetyandsecurity.

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Thereis no singlestandard IBSdesignfor shipsand nor is IBSmandatory. Classification societies do offeroptionalclass "W1-OC" (LR), notations for ships;the "NAV1"classfrom Lloyd's Register the (DNV), classfrom DetNorske Veritas the "NAV-OC"classfrom Germanischer Lloyd(GL)and "OMBO"classfrom the American (ABS)are Bureauof Shipping examples of classnotations for IBS arrangements designed to supportperiodic one manbridgeoperations. Factors whichwill determine the extentto whichIBSdesignallowscertainbridgefunctions to be automated includethe designof the bridge,the typeof equipment that isfittedandthe layoutof t h a te q u i p m e notn t h e b r i d g e .

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Centralised controlandmonitoring requirea workstation designapproach. At the mainoperating positionon the bridge(referred to variously asthe workstation for navigation/traffic surveillance and manoeuvring, the navigation workstation or the conningposition) the OOWshouldbe ableto undertake all hisprimarydutiesunassisted with efficiency and safety. Thedesignshouldalsoallowtwo bridgeteammembers to work sideby sideunhindered.

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Bridgedesignandthe layoutof the workstations, togetherwith the equipment and instrumentation at thoseworkstations, areimportantpartsof IBSdesign. Thereshouldbe proper access intoand aroundthe bridge,a goodworkingenvironment and adequate bridgevisibility from allthe workstations. A detailedreviewof the principles of IBSdesignisoutsidethe scopeof thisGuide,but the design shouldensurethat the failureof onesub-system doesnot causethe failureof anotherandthat anyfailureis immediately broughtto the attentionof the OOW.

4 . 1 0 . 2 I B Se q u i p m e n t Topermitcentralised monitoring andcontrolof navigational functions on the bridge,the following systems will be required: 4.10.2.1 Navigationmanagementsystem Thenavigation management systemprovides the mechanism for planning, executing and monitoring planandwilltherefore providethe linkbetweenthe chartson whichthe the passage voyagehasbeenplanned, the position-fixing systems, the log andgyroandthe autopilot. An electronic chartdisplay system will typically functionasthe navigation management system withinan lBS,supported by a dedicated routeplanning terminalto allowrouteplanningactivities to be undertaken whileon passage andwithoutinterfering with the OOW. 4.10.2.2 Alarm system TheIBShasan alarmsystem to warnthe OOWif potentially dangerous situations couldarise. - willtransfer Failure of the OOWto acknowledge alarms- usually within30 seconds the alarmto remotealarmunitsin cabins, officesand messes to callfor back-upassistance.

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r-: }*Themainnavigational needto be connected sensors to the alarmsystem, in particular the radar whichprovides trafficalarms, the gyroandautopilotwhichprovidecourse-related alarms, andthe no:r n^wer position-fixing systems whichprovideposition-related alarms.If )lg tho
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4.10.2.3 C o n n i n gd i s p l a y Thedisplay shouldbe available at the conningpositionto showinformation summaries of the importantnavigational andwhiledocking. sensors usedon passage Thedisplay alsoprovides the OOWwith a centralplaceto monitorsensors andcompare actual settings with thoseordered.

4 . 1 0 . 3I B Sa n d t h e a u t o m a t i o no f n a v i g a t i o nf u n c t i o n s

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Theprocess of planninga passage throughto itsexecution and monitoring the progress of the shipagainst the planarebridgeoperations that canbe safelyautomated as longascertain procedures and disciplines arefollowed: o the planneedsto be thoroughly prepared on charts(seesection2);

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o the detailsof the plan,and in particular prepared the waypoints, needto be carefully on or transferred to the navigation system(seesection2.3.4),

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o the positionof the shipneedsto be safelycalculated and qualitymonitored by the navigation (see system section4.9);

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o if the positionof the shipis accurate planhasbeensafelyentered, and reliable andthe passage the XTEdeviatrons off-trackascalculated by the navigation systemandtransmitted to the autopilotwill be accurate, andwill allowthe autopilotto controlthe direction of the ship a u t o m a t i c aal lnyds a f e l (ys e es e c t i o 4n . 5 . 2 . 2 )

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4.10.4 U s i n gI B S Wherefitted,clearguidance shouldbe contained on IBSoperations in the shipboard operational procedures manual.ln particular, adviceon whento commence andwhento suspend automatic track-keeping shouldbe provided.

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4.11 CHARTS,ECDISAND NAUTICALPUBLICATIONS 4 . 1 1 . 1Carriageof chartsand nauticalpublications

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All shipsshouldcarryadequate Directions, listsof and up to dateofficialnauticalcharts, Sailing publications lights,notices necessary for the intended to mariners, tidetablesand all othernautical voyage. An on boardchartand publication systemis recommended management to ensurethat records arekeptof what chartsand publications arecarriedandwhen theywerelastcorrected.

4 . 1 1 . 2Officialnauticalcharts produced Officialnautical chartscanbe eitherpaperor electronic, by,or on the authorityof, a nationalhydrographic office. Unlikepapercharts,electronic chartsneedto be displayed on an electronic chartdisplay system. Officialelectronic nautical chartscanbe in one of two formats: o E l e c t r o nni ca v i g a t i o ncahl a r t s( E N C ) a roef f i c i a l v e c tnoar u t r c ac lh a r t sW . h e nd i s p l a y eodn E C D I S equipment, theyareequivalent to papercharts; navigational ARCSformat o Raster charts(RNC)areofficialrasternautical charts.British Admiralty chartsand UnitedStatesNOAAformatchartsareexamples. However, whendisplayed on ECDIS (or RCDS) equipment, theyarenot fullyequivalent to papercharts(seesection 4.11.5.4).

4 . 1 ' 1 . 3Useof chartsand nauticalpublications Onlyofficialnautical chartdatawhichis up to dateandadequate shouldbe usedfor passage planningor navigation. Thechartscaneitherbe paperchartsor electronic chartsthat are equivalent All othernautical chartsareby definition not officialand areoften to papercharts. referred Thesechartsarenot accepted to as privatecharts. asthe basisfor navigation underthe SOLAS Convention. Foradviceon planning of electronic 2.3.4.1. usinga combination and papercharts,referto section Whennavigating shows usingelectronic charts,careshouldbe takento ensurethat the display "look-ahead" sufficient distance andthe nextchartcanbe readilv accessed,

4.11.4 Electronicchartsand electronicchart displaysystems Therearetwo kindsof officialelectronic chartscommonly Vectoror Electronic available: d a s t eNr a v i g a t i o nCahl a r t s( R N C T ) .h em a r i n eur s i n ge l e c t r o n i c N a v i g a t i o nCahl a r t (sE N C ) a nR chartsystems shouldbe awareof the differences betweenthe two typesof chartformats. 4.11.4.1 Vectorchart format electroniccharts Vectorchartsarecompiledby attributing to eachandeverychartfeaturea setof values, andeach chartfeatureisstoredin a layered digitaldatabase. Storage in a database allowsthe chartdatato enables be displayed asa seamless chart,whilelayering fieldsof datathat arenot required at the timeto be removed from disolav to reducechartclutter.

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information to display additional aboutchartedobjects Chartfeatures canbe interrogated l-

"routesafetyzone Theinherent"intelligence" of vectorised chartsallowsthreedimensional m o n i t o r i n gC " .h a r td e p t hc o n t o u rasn da i rd r a u g hct l e a r a n c ae rso u n dt h e s h i pc a nb e m o n i t o r e d (seesection automatically, bothwhilethe routeis beingplannedandwhilethe shipis on passage if a safetyzonearounda shipis breached. automatically 2.3.4).Alarmswill be triggered An international for vectorchartshasbeenfinalised by IHO(S-57Edition3) andvector standard produced by or on the authorityof a nationalhydrographic chartscomplying with thisstandard navigational charts(ENC). officeareknownaselectronic

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Raster by digitalscanning techniques. chartsareexactcopres of paperchartsand areproduced andthe movef romone chartto anotherwill not be Information on rasterchartscannotbe layered selected and displayed. seamless. Raster chartshaveto be individually Thechartdataitselfcannottriggerautomatic alarms Raster chartshaveno inherent"intelligence". withoutthe additionof user-inserted information that hasbeenenteredmanuallv durinqroute p l a ni n g . usingrasterchartsmaybe Withoutselecting different scalecharts, the look-ahead capability limited,causing whendetermining the identityof distantobjectsDatumsand someinconvenience projections maydifferbetweenrasterchartsandcaremustbe takento takeaccountof such differences. A facsimile of a paperchartoriginated by or distributed on the authorityof a national (RNC). hydrographic is known as a raster navigationai chart office

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4 . 1 1 . 5 . 1 ElectronicChartDisplayand InformationSystem(ECDIS) in IMO ECDIS is a shipborne navigational system whoseperformance standards arespecified R e s o l u t i oAn. 8 1 7 ( 1 9l)t.m u s ts u p p o rtth ew h o l er a n g eo f n a v i g a t i o n a l f u n c t itohnastm a k eu s eo f presentation. the Moreover, to be an ECDIS, the characteristics of the chartdataandtheirspecific mustbe shownto meetallthe requirements Standards and equipment of the IMO Performance information offel besides the graphicpresentation of chartdata,additional aboutthe features. characteristics of the disolaved

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Withinthe ECDIS, the ENCdatabase storesthe chartinformation in the form of geographic objectsrepresented by point,lineandareashapes, carrying individual attributes whichmakeany of theseobjectsunique.Appropriate mechanisms arebuiltintothe system query to the dataand thento usethe obtainedinformation to performcertainnavigational (e.g.antifunctions grounding surveillance). Thepresentation of the currentpositron, range/bearing functions and r o u t ep l a n n i ncga p a b i l i t iaerseo t h e re x a m p l eosf t h e m i n i m u mE C D I rSe q u i r e m e nl at si dd o w ni n the IMO Performance Standards. 4 . 1 1 . 5 . 2 Carriagerequirementsfor ECDIS Onlya type-approved ECDIS operating with up to dateofficialENCsandwrthappropriate back-up maybe usedto replace all paperchartson a ship.WhereofficialENCsarenot yet available, IMO regulations allowflagstatesto authorrse the useof officialrastercharts(toqether with an appropriate folioof papercharts). In all othercases, the shipmustcarryall paperchartsnecessary for its intended voyage. 4 . 1 1 . 5 . 3 ECDISback-uprequirements No electronic systemiscompletely fail-safe. IMO Performance Standards therefore requirethat the "overallsystem"includes botha primaryECDIsand an adequate independent back-up arrangement that provides: o independent facilities enabling a safetakeover of the ECDIS functions in orderto ensurethat a systemfailuredoesnot resultin a critical situation; and

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Therearea numberof possible optionsthat couldmeettheserequirements, including:

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o A radar-based system called"Chart-Radar" meetingthe IMO Performance Standards of IMO Resolution A.477(Xll), asamendedby MSC64(6j). 4.1',t.5.4 Requirementfor the safe use of ECDIS Navigation with ECDIS isfundamentally different from navigating with papercharts.As a consequence, the safeuseof ECDIS requires the marinerto be appropriately trainedand appropriate bridgeprocedures to be established. In 1998,IMOrecognised that it wouldtakesomeyearsto complete the worldscoverage of ENCs. As a consequence, IMO ECDIS Performance Standards wereamendedaddinga new optional modeof operation of ECDIS, the Raster (RCDS) ChartDisplay System mode.In thismode,RNCs canbe usedin an ECDIS to meetSOLAS carriage requirements for nautical charts.However, thisis onlyallowedif approved by the flagstate.Theintentionof thosechanges wasto allowthe ECDIS to operateasfar as possible on officialchartdata,i.e.officialENCswhereavailable with official R N C fsi l l i n gi n t h e g a p s . IMOtook noteof the limitations of RNCsascompared to ENCs, and the revised ECDIS Performance Standards requirethat the ECDIS mustbe usedtogetherwith "an appropriate folio of up to datepapercharts"for the areaswhereRCDSmodeisemployed. Theintentionwasto allowthe numberof paperchartscarrred by a shipto be reduced whereRCDSmodewas utrlised. but onlyto a levelcompatible with safenavigation.

flagstates by lMO,different folio" wasprovided of the term "appropriate As no definition shouldconsulttheirf lagstateasto shipowners Consequently, interpretations. individual developed whetherRCDSmodeisallowedand underwhat conditions. for the shipsmustcarryall paperchartsnecessary In areaswhereENCsor RNCsarenot available, voyage. intended 4 . 1 1 . 5 . 5ECDISand port state control basedon international to portstatecontrolby localofficials at a port maybe subject Shipsarriving agreements. setout in the Paris portstatecontrolis conducted to the regulations according In Europe, guidelines explainhow a portstatecontrolofficer lts ECDIS of Understanding. Memorandum with SOLAS (PSCO) chartsin accordance whethera shipis usingelectronic shouldassess w h e t h e r : m a y i n c l u d e r e q u i r e m e nC t sh. e c k s with IMO Performance o the shiphasdocumentation confrrmingthat the systemcomplies PSCO shouldseekconfirmation the documentation, of such In the absence for ECDIS Standards requirements; from the f lagstatethat the systemdoesmeetthe statutory is used whetherECDIS lt shouldbe established o the systemis beingusedfor primarynavigation. modes; in the ENCmodeor RCDSmodeor in both

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Whatdigital Official ENC Official ENC (coverage chartsarebeing (coverage at an at usedin the appropriate anappropriate ECDIS bythe scale for scalefor mariner? navigation) navigation)

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All upto date All upto date papercharts papercharts required for required for safenavigation safenavigation in areaswhere for theintended ENCs are voyage available

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S o m ef l a gs t a t e sm a yr e q u i r es p e c i f idc o c u m e n t a t i ot o n a l l o wt h i s . R e q u i r easp p r o v aol f s h r p sf l a g s t a t e- f i a g s t a t ed e f i n e sm e a n i n go f " a p p r o p r i a t e " . Back-up s y s t e mi s o n l yr e q u i r e d rfECDIS i si n t e n d e d t o m e e tc a r r i a g ree q u i r e m e n t s . F o rE C D I S t o f u l f i lc a r r i a g ree q u i r e m e n tssh, i p sm u s tu s eE N C sw h e r et h e s ea r ea v a i l a b l e l f p r i v a t ec h a r t sa r eu s e di n a n E C D I St h, e s y s t e mi s r e g a r d eads o p e r a t i n g a sa n E C S P a p ecr h a r t s( n o tt h e E C D I Ss)h o u l dr e m a i nt h e p r i m a r ym e a n so f n a v i g a t i o n .

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R C D So,r a n E C D I u Ss e di n a R C D S m o d eo f o p e r a t i o nd,i s p l a y i nRgN Cc h a r td a t as h o u l dg e n e r a l l y onlybe usedasa supplementary navigation tool"Amendments Performance to the IMO ECDIS - the Raster Standards adda new optionalmodeof operation of ECDIS ChartDisplay System (RCDS) mode.In thismode,RNCscanbe usedin an ECDIS requirements to meetSOLAS carriage for nautical folioof charts.However, thisisonlyallowedif approved by the flagstate.A complete paper up to date chartsshouldbe carriedby shipsoperating in the RCDSmode. No performance for RCDS. standard currently exists 4 . 1 1 . 5 . 8 ElectronicChartSystem(ECS) ECSshouldonlybe usedasa supplementary navigatron tool togetherwith a complete folioof up to datepapercharts. All electronic navigation systems whicharenot testedto showcompliance with the ECDIS (ECS). Performance Standards canbe generically designated as "Electronic ChartSystems" An ECS privately maybe ableto useeitherofficialENCs, RNCsor otherchartdataproduced andcould h a v ef u n c t i o n a l ist iym i l atro E C D I S . SomeECSequipment manufacturers alsoproducevectorand rasterdatato usein theirproducts. Theirchartsarederivedfrom hydrographic officepaperchartsor hydrographic officedigitaldata. Hydrographic for the accuracy officesdo not takeanyresponsibility or reliability of privately produced charts. Wherethe shipoperates with ECS,the paperchartremains for navigation on the officialbasrs board.Theshipmustretainand usea fullfolioof up to datepaperchartson board,regardless of the typeof electronic chartsused. Because ECSarenot intended to meetSOLAS reouirements. no relatedIMO Performance Standards havebeendevelooed.

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o maritimesafetyinformation; o routineor generalcommunications to andfrom shore; o bridge-to-bridge communications.

4 . ' 1 2 . 2G M D S Se q u i p m e n t Shipsoperating GMDSS areequipped according to carriage requirements that relateto trading areas,i.e.AreasA'1, A2,A3 and44 asstipulated in SOLAS. All shipsoperating GN/DSS canbe expected to haveat leastthe followingequipment: Ceh a n n e6l s, 1 3 a n d 1 6 ) : o V H Fr a d i o - t e l e p h o( n o Channel6 maybe usedship-to-ship for SARoperations; o Channel13 is usedfor safetyof navigation ship-to-ship; o Channel16 is usedfor distress and urgency traffic,and maybe usedby aircraftfor safety purposes; o VHFDSC(Channel 70)transmitter andwatchreceiver: o Digitalselective calling(DSC)is usedfor callingand replying, andfor transmitting, acknowledging and relayrng distress alerts.lt allowsa specific stationto be contacted and madeawarethat the callingstationwishesto communicate with it, andto indicatehow to reply,or whichstationto listento for subsequent distress traffic.Callscanalsobe addressed t o " a l ls h i p s "o r " a l ls t a t i o n s " , (SART) o Search and rescue transponder usedfor providing homingsignals fromsurvival craftfor detection by 9 GHzradar; o NAVTEX receiver usedfor receiving maritimesafetyinformation printed whichis automatically groupcall(EGC) by the receiver. Enhanced facilities will alsobe required for shipsoperating outsideNAVTEX rangefor the receipt of SafetyNET broadcasts; positionindicating o Emergency radiobeacon(EPIRB) usedin SARfor alertingandfor providing homingsignals for useby aircraft. Shipssailingbeyondrangeof a VHFDSCcoaststationmustalsohavea mediumfrequency DSC transmitter andwatchreceiver. lf sailingbeyondMF DSCrange,theymusthavea shipearth stationor a highfrequency DSCtransmitter andwatchreceiver including a radiotelexsystem. Shipsoperating in polarregions will not haveInternational MobileSatellite Organization (lNMARSAT) satelIite coveraqe.

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4.12.3 Emergencycommunications Emergency communications includedistress, urgency andsafetymessages.

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lf usingterrestrial communications, the urgency announcement shouldbe madeon one or more of the DSCdistress frequencies contained in annex46. Theactualurgencymessage whichfollows shouldbe senton oneor moreof the radiotelephony/telex frequencies for follow-updistress traffic. lf usingsatellite it shouldbe notedthat shipearthstations communications, onlyhave"distress" and "routine"prioritylevelsINMARSAT hastherefore devised a system of two-digitcodesfor urgency andsafetycommunications. However, not allcoastearthstations acceptallthe codes. 4.12.3.3 Safety messages

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A s a f e t ym e s s a gi eso n ec o n t a i n i nagn i m p o r t a nnt a v i g a t i o noarlm e t e o r o l o g i c a l w a r nAi nsgw. e l l asthe itemslistedin section3.7.2,inlormation reportsconcerning the positionof buoysandthe w o r k i n go f l i g h t h o u s a en s do t h e ra i d st o n a v i g a t i ocna nb e m a d e . Whentransmitting safetymessages, the safetymessage formatshouldbe usedusingthe same frequencies and procedures asfor urgencymessages. 4.12.3.4 Emergencyover WheneVef {ho omornonnr

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4 . ' , 1 2 .R 4 o u t i n eo r g e n e r a lc o m m u n i c a t i o n s Routine or generalcommunications includeship-to-ship pilotagemessages, communication, port operations, shipmovements, ship'sbusiness messages and otherpubliccorrespondence. Thefrequencies portstations usedby coaststations, etc"canbe ascertained from the ITUListof CoastStations. 4.12.4.1 Routinecommunications using DSC Whentransmitting on DSC,the OOWshouldlistenon the ship'stransmission frequency and, w h e ni t i sf r e e ,m a k et h e c a l l T . h ec a l ls h o u l dc o n t a i ni n f o r m a t i oonn : (i.e.telephony, o the modeof transmission to be usedfor the follow-upmessage telex); o the frequency to be usedto transmitthe message. C o a sst t a t i o nuss u a l lm y o n i t otrw o D S Cc h a n n e -l sn a t i o n aaln di n t e r n a t i o nT ah l .en a t i o n a l channelshouldbe triedfirst.Theacknowledgement to the callwill normally be on the frequency that is pairedwith the frequency on whichthe callwasmade.Thestationthat is calledshoulo eitherconfirmthe frequency for the follow-uptrafficor indicate anotherfrequency. On receiving a DSCcallthat givesno indication of follow-upfrequency to use,the receiving ship shouldindicate a suitable frequency in itsacknowledgement. 4 . 1 2 . 4 . 2 Routinecommunications using radio telephony Beforecommencing anytransmission, checkwhetherthe frequency rsalready occupied. A simplex callin whichbothstations usethe samefrequency involves listening on that frequency. A duplexcallin whichseparate frequencres areusedinvolves listening on the ship'stransmit frequency; whenthe channelisfree,the receiver rcsly shouldbe retunedto the co:stst,afion frequency andthe callmadein the normalway. Whencalling, speakclearly. Firstgivethe nameof the stationbeingcalledfollowedby own shrp's name(andcallsignif necessary) lf it is necessary to spellthe nameof the ship,the phonetic alphabet shouldbe used.Givethe otherstationtimeto answer;it mayhaveheardvou but be unableto replyimmediately. 4.12.4.3 Routinecommunications using radio telex Beforetransmitting to a coaststation,listenon itsanswering frequency for the "channelfree" sronal.

4.13 EMERGENCY NAVIGATION LIGHTS ANDSIGNALLING EQUIPMENT T h eO O Wi s r e s p o n s i bf ol er e n s u r i ntgh a tt h e e m e r g e n cnya v i g a t i ol ing h t sa n ds i g n a l l i n g e q u i p m e natr ei n w o r k i n go r d e ra n dr e a d yf o r i m m e d i a tues ea t a l lt i m e s . Thecondition of flagsandshapes shouldbe checked at regularintervals. S o u n ds i g n a l l i negq u i p m e nmt u s tb e c h e c k edda i l ya n dm a i n t a i n ei n d a n o p e r a t i o ncaol n d i t i o n . Whererollerguidesandwiresoperatethe whistle,theseshouldbe examined f requently to ensure easyoperation. Electric andautomatic whistles shouldbe maintained accordinq to manufacturers' InsIrucIrons.

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(DP)has Positioning that Dynamic Theforewordto thiseditionnotesthat thrsisthe firstoccasion the Guide.Theguidanceprovidedhereaddresses in the ICSBridgeProcedures beenaddressed procedures. should be This of the Guide section interface DP and bridge between systems for those manuals andtrainingrequirements to detailedDPprocedure considered supplementary serving aboardDPships.

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ON DPSHIPS PLANNING 5.2 OPERATIONAL

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passage undertake operations berth-to-berth, manyvessels In additionto makinga conventional in offshore oilfields. formsof hazardexist,for example involving navigation in areaswheredifferent planning planshouldaddress withina worksiteenvironment operational Theberth-to-berth

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planto for a detailed operational areaor worksite,it is necessary Whenarrivingat the operational is lf the vessel operation. of the envisaged covering the approach andotherphases be available p e r i p h e r a l e q u i p menl D P a n d i t s l i m i t a t i o n o s f t h e s y s t e m u s i n gD Pm o d e t, h e nt h e c a p a b i l i t iaensd shouldbe allowedfor.

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plan,the followingfactorsareamongthosethat shouldbe Whendeveloping the operational takenIntoaccount: o g u i d a n cceo n t a i n ewdi t h i nt h e s h i ps o p e r a t i o n pa rl o c e d u r emsa n u a l st o, g e t h ewr i t h a n y or fromthe agencyresponsible ownersor managers, instructions or guidance from the vessel's for operations withinthe worksitearea;

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o proximity andthe effectsuponthe at anystageof the operation of othervessels of herpositionreferences; manoeuvrability or the integrity of own vessel

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5.3 NAVIGATION IN DPMODE DuringDPoperations, the watchkeeper mustbe awareof the proximity of othervessels or \ structures whichmightpresent a collision hazard. Thisis especially importantin viewof the fact that vessels engagedin DPoperations areusually unableto manoeuvre immediately, oftenbeing hampered vessels. Theappropriate lightsand othersignals mustbe displayed. Thewatchkeeper is responsible for the continuous positionandof the monitoring of the vessels (PRS) statusof the variousPosition Reference providing positional Systems data.lf datafrom more thanone PRSis beingautomatically pooledor combined, thenthe watchkeeper mustbe awareof t h e r e l a t i vwe e i g h t i n gasp p l i e tdo i n d i v i d u P a lR S . Manyoperations involving DPcapable vessels entailvessel positioning relative to a movingtarget, for example a shuttletankerconducting tandemloadingoperations from a Floating Production, (FPSO). Storage and Offloading vessel Underthesecircumstances, the watchkeepers mustbe awareof the motioncharacteristics of the target.Theremustalsobe provision of appropriate positionreferences, including bothabsolute references, suchas DGPS, and relative references with positiondatareferenced to the movingtarget. Manyoperations involving DPcapable vessels entaildeployment of underwater equipment suchas - tetheredsubmersibles. (ROVs) Remotely Operated Vehicles Otheroperations entaildeploymenr of divers,pipelines, cablesor otherunderwater equrpment. Thewatchkeeper mustbe awareof presented the hazard by thisequipment to the vessel's manoeuvrability, especially in viewof the riskof fouledpropellers or thrusters, and alsoof the limitations in manoeuvring imposedby the presence of underwater equipment or operations.

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5.4 CONTROLLING AND DIRECTION SPEED IN DPMODE Thewatchkeeper is responsible for the monitoring of all equipment relatedto the controlof the posttion and headingof the vessel whilstin DPmode.DPsystems areverycomplexbecause, via computercontrol,theyintegrate a numberof differentf unctions relating to the powerplant, propulsion systems, and positionand headingreferences. DPsystems will employcomplexmathematical modelling techniques to provideadaptive positioning process control.Thismodelling takestimeto establish withinthe system. The watchkeeper musttherefore ensurethat sufficient time hasbeenallowedfor the mathematical modelto becomeestablished beforecommencing operations positioning uponwhichthe precise of the shipisa critical factor Effective controlof a vessel in DPmodeis dependent uponthe efficient operation of propulsion units,propellers andthrusters. Thewatchkeeper mustcontinually propulsion monitorthat commands arematchedby feedback valuesfrom allthrustunits. Thewatchkeeper mustalsoconstantly be awareof the demands beingmadeon the powerplant powerisavailable and ensurethat sufficient for effective controlof the ship,with an appropriate powerreserveSimilarly, propulsion individual units(propellers andthrusters) mustbe montToreo conilnuousty. In deteriorating environmental conditions, the watchkeeper mustcontinueto monitorthe accuracy with whichthe vessel's positionand headingarebeingmaintained. lf position and/orheading excursions areoutsideacceptable limits,thendue consideration mustbe givento suspending operations prevail. untilmorefavourable conditions .rt$'l1l'r1-,

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5.5 OPERATIONAND MAINTENANCEOF DPSYSTEM As Dynamic Positioning pieceof equipment, isa vessel functionratherthana specific it canbe (PRS), described asan integration of a varietyof components suchas Position Reference Systems gyrocompasses, propulsion power plant. computers, and systems the vessel's DPsystems are controlled by meansof an OperatorStation, usually locatedon the bridge. Beforecommencing DPoperations, or transferring to DPcontrolfrom conventional navigation, all systems mustbe carefully provided checked andtested;a pre-DP checklist is normally for this purpose(seechecklist B14). Upontransferring from conventional navigational controlto DPcontrol,the watchkeeper must checkthat controlofall propulsion unitsandthrusters is effective, i.e.that all unitsarebeing correctly commanded by the DPsystem. Thisis normally donein a "Manual"DPmode,with positionand headingof the vessel controlled by a joysticklocatedon the DPpanel. Whenin automatic DPmode,the watchkeeper mustsetwarningand alarmlimitsto appropriate valuesin orderto giveindications of headingor positionexcursions. In manyDPvessels, full systemredundancy is provided. Multiplegyrocompasses, wind sensors, PRSand computers contribute to the levelof redundancy. Thewatchkeeper mustmonitorand compareinputdatafrom duplicated Thesystem sensors. shouldgivewarningsandalarmsagainst datadiscrepancies. lf the system features triplemodularredundancy, with triplicated sensors, then a "voting"capability allowsautomatic detection of an errantsensor and automatic rejection of an incorrect sensor and itsdata.

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o hydroacoustic systems; o taut wire systems; o laser-based systems. lf the operation necessitates the deployment of threePosition Reference Systems, thenat leastone of thesereferences i.e.not all of themshouldbe underwater shouldbe a surfacereference, systems suchasthe taut wireor the hydroacoustic system.

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P|LOTAGE 6MARtilME Thischapteris closelybasedon rhetnternattonal BestPractices for Maritimepilotageguidelines jointlypublished by lCS,OCIMFand Intertanko andwhichshouldprovea usefulsupplement to sections 2.7 and3.3.3of thisGuide.Thekindpermission of the co-authors is acknowledged for \ the reproduction of theseguidelines. Recommendations areofferedto shipmasters, bridge supporting staffand pilotson the minimumstandards of pilotage servrce that the shipping industry shouldexpecton boardshipsin pilotage watersworldwide.

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Theaimof thischapteristo clarifythe rolesof the master, the ship'screwandthe pilot,andthe workingrelationship betweenthem.However, the recommendations aredesigned to complement, and not replace, existing regulations and standard references by givingdetailed guidance on the interaction betweenpartiesinvolved in pilotageoperations.

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PRINCIPLES FORTHESAFECONDUCTOF PILOTAGE Efficient pilotageis chieflydependent uponthe effectiveness of the communications and information exchanges betweenthe pilot,the masterand otherbridgepersonnel and uponthe mutualunderstanding eachhasfor the functions and dutiesof the others.Shipspersonner, snorebasedshipmanagement portand pilotageauthorities and the relevant shouldutilisethe proven conceptof BridgeResource Management. Establishment of effective co-ordination betweenthe pilot,masterand othershipspersonnel, takingdueaccountof the shipssystems and the equipment available to the pilot,isa prerequisite for the safeconductof the shipthroughpilotage waters. Thepresence of a piloton the shipdoesnot relieve the masteror officerin chargeof the navigational watchfromtheirdutiesand obligations for the safeconductof the ship.

6.2 PROVISION OF INFORMATION FOR BERTH.TO.BERTH PASSAGE PLANNING Shipsshouldprovidethe relevant portor pilotageauthority with basicinformation regarding their arrivalintentions and shipcharacteristics, suchasdraughtand dimensions, as required by the port or otherstatutory obligations. Thrsshouldbe completed well in advance of the plannedarrivaland in accordance with localrequirements. In acknowledging receiptof thisinformation, relevant information shouldbe provided to the ship (eitherdirectly or viaagents) assoonas it becomes available. Suchinformation shouldincludeasa minimum:thepilotboardingpoint;reporting and communications procedures; andsuffictent detailsof the prospective berth,anchorage and routeinginformation to enablethe masterto prepare passage a provisional planto the berthpriorto hisarrivalWhilstcharts,pilotbooksand portguidelines providemuchof thisinformation directly, masters shouldrecognise that not all of thisinformation maybe available in sufficient detailto complete planuntilthe pilot the passage hasboarded the ship.

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6.3 MASTER/PI LOTINFORMATIONEXCHANGE Thepilotandthe mastershouldexchange information regarding the pilotsintentions, the ships parameters characteristics and operational assoonas possible afterthe pilothasboardedthe ship. TheICSMaster/Pilot Exchange Forms(annexes A1 andA2) or the equivalent format, company pilot shouldbe completed master by boththe and to helpensurereadyavailability of the information andthat nothingisomittedin error. pilotage Theexchange planshouldinclude of information regarding andthe passage clarification of: pilotandothermembers o rolesand responsibilities of the master, of the bridgemanagement team; intentions; o navigational o localconditions including navigational or traffic constraints; o t i d a la n dc u r r e nitn f o r m a t i o n ; o berthingplanand mooringboatuse; useof tugs; o proposed weatherconditions. o expected Aftertakingthisinformation planwith that intoaccountandcomparing the pilot'ssuggested initially developed on board,the pilotand mastershouldagreean overallfinalplanearlyin the passage beforethe shipiscommitted. Themastershouldnot commithisshipto the passage until satisfied with the plan.All partiesshouldbe awarethat elements plan of the maychange. plansshouldalsobe madewhichshouldbe followedin the eventof a malfunction Contingency or possible a shipboard emergency, identifying abortpointsandsafegrounding areas. Theseshould be discussed and agreedbetweenpilotand master.

6.4 DUTIES AND RESPONSIBILITIES Thepilot,masterand bridgepersonnel sharea responsibility for goodcommunrcations and mutual understanding of the others'rolefor the safeconductof the vessel in pilotage waters.Theyshould alsoclarifytheirrespective rolesand responsibilities so that the pilotcanwork easilyand successfully with the normalbridgemanagement team. Thepilotsprimarydutyisto provideaccurate informatron to ensurethe safenavigation of the ship.In practce,the pilotwill oftenconthe shipon the master's . behalf Themasterretains the ultimateresponsibility for the safetyof hisship.Heand hisbridgepersonnel havea dutyto supportthe pilotand to monitorhisactions. Thisshouldincludequerying any actionsor omissions by the pilot(oranyothermemberof the bridgemanagement team)if planor if the safetyof the shipis in anydoubt. inconsistent with the passage

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6.5 PREPARATION FORPILOTAGE Theprlotand Pilotage Authorityshould:

\ pilot prior o ensurethat the isadequately rested to an act of pilotage, in goodphysical and mental f itnessand not underthe influence of drugsor alcohol;

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o establish communication wrththe shipto makearrangements for boarding;

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o maintaincurrentinformation relevant to navigational, hydrographic and meteorological information aswellastrafficmovements pilotage withinthe area,

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o facilitate communication with the shipto makearrangements for boarding.

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I n s u p p o r t i nt g h e p i l o t t, h e m a s t ear n db r i d g ep e r s o n n sehl o u l d : o ensuretheyareadequately restedpriorto an actof pilotage, in goodphysical and mentalfrtness a n d n o t u n d e rt h e i n f l u e n coef d r u g so r a l c o h o l ; o drawuponthe preliminary information supplied portor pilotage by the relevant authorityalong (e published with data g. charts,tidetables,lightlists,Sailing Directions and radiolists)in order passage planpriorto the ship'sarrival; to developa provisional

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o establish communications with the pilotstationto confirmboarding details.

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6.6 PILOTBOARDING Theboardingpositionfor pilotsshouldbe located, wherepracticable, at a greatenoughdistance port fromthe so asto allowsufficient timefor a comprehensive face-to-face exchange of information andagreement plan.Theposrtion of the finalpilotagepassage chosenshouldallow sufficient searoom to ensurethat the shipssafetyis not put in danger,before,duringor directly aftersuchdiscussions, neithershouidit impedethe passage of otherships.

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personal o takeall necessary safetyprecautions, including usingor wearingthe appropriate personal protective equipment andensuring itemsareproperly maintained;

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o liaisewith the master
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6.7 CONDUCT IN PILOTAGE OF PASSAGE WATERS (MPX)results It is essentialthat a face-to-face master/pilot exchange in clearandeffective communication andthe willingness of the pilot,masterand bridgepersonnel to work togetheras partof a bridgemanagement team.English language, or a mutually agreedcommonlanguage or the IMOStandard MarineCommunication Phrases, shouldbe used,and all members of the team sharea responsibility to highlightfor clarification anyperceived errorsor omissions by otherteam mem0ers.

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with the pilotproviding o withinthe bridgemanagement team,interact confirmation of his directions andfeedback whentheyhavebeencomplied with;

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o monitorat alltrmesthe ship'sspeedand positionaswellasdynamicfactorsaffecting the ship (e g. weatherconditions, manoeuvring responses and denstty of traffic);

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o confirmon the chartat appropriate intervals the shipspositionandthe positions of navigational aids,alertingthe pilotto anyperceived inconsistencies.

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o ensurethat the masterisableto participate in anydiscussions whenone pilotrelinquishes his dutyto anotherprlot;

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o reportto the relevant authorrty withinthe passage, anyirregularity including deficiencies a t i o nm , a n n i n go,r e q u i p m e notf t h e s h i p . ainaarnl^d

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Thenecessity of co-operation anda eloseworkingrelationship betweenthe masterand pilot duringberthingand unberthing operations is extremely importantto the safetyof the ship.In particular, boththe pilotandthe mastershoulddiscuss andagreewhichoneof themwill be (such responsible for operatrng keyequipment and controls as mainengine,helmandthrusters). Thepilotshouldco-ordinate the effortsof all parties engaged in the berthing or unberthing (e.9. operation tug crews,linesmen, shipscrew).Hisintentions andactions shouldbe explained as soonaspracticable to the bridgemanagement team,in the previously agreedappropriate language. In supporting the pilot,the masterand bridgepersonnel should:

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o ensurethat the pilot'sdirections areconveyed to the shipscrewand arecorrectly implemented; o ensurethat the ship'screwprovidethe bridgemanagement teamwith relevant feedback information; the pilotoncehisdirections o advise havebeencomplied with, or wherean omission hasoccurred or if a ootentialoroblemexists.

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6.9 OTHERMATTERS T h ep i l o ts h o u l d :

\ parties o assistinterested suchas portauthorities, nationalauthorities andflagadministrations in reporting and investigating incidents involving vessels whilstunderpilotage, subjectto the laws and regulations of the relevant authorities, o observe the recommendations withinthischapterand meetor exceed the requirements set down in IMOAssembly Resolution 4.960(23)and itsannexes; o reportto the appropriate authorityanythingobserved whichmayaffectsafetyof navigation or pollutionprevention, including anyincidentthat mayhaveoccurred to the pilotedship;

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o refusepilotage whenthe shipto be pilotedis believed to posea dangerto the safetyof navigation or to the environment. Any suchrefusal, togetherwith the reason, should immediately be reported to the appropriate authority for furtheraction.

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Themaster, havingthe ultimateresponsibility for the safenavigation of the ship,hasa responsibrlity to requestreplacement of the pilotshouldhe deemit necessary.

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6.10 STANDARD REFERENCES I M OR e s o l u t i oAn. 9 6 0 ( 2 3A) ,n n e x elsa n d l l a n ds u b s e q u eanm t e n d m e n "t sR e c o m m e n d a t i o n s Training, and Operational Procedures for MaritimePilotsotherthan DeenSeaPilots" Qualifications I M OR e s o l u t i o4 n. 8 9 3 ( 2 1")G u i d e l i n e f osr V o y a g e Planning" IMO Resolution 4.889(21)" PilotTransfer Arrangements" SOLAS ChapterV. Regulation 23 "PilotTransfer Arrangements"

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ANNEXES - COMMUNICATIONS PARTA

A1

Ship-to-shore: Master/Pilot Exchange

SHIP IDENTITY Name

Call sign

Flag

Ship’s agent

Year built

IMO No

Cargo type

Ship type

Last port

ADDITIONAL COMMUNICATION INFORMATION Fax

Telex

Other

PILOT BOARDING (UTC/LT)

Date/ETA

Freeboard

Boarding station (if there is more than one) SHIP PARTICULARS Draught fwd

Draught aft

Air draught Displacement

Draught amidships

Length

(salt water)

Beam

Dwt

Gross

Net

ANCHORS Port anchor

Stbd anchor

(length of cable available)

MANOEUVRING DETAILS AT CURRENT CONDITION Full speed

Half speed

Slow speed Propeller direction of turn Number of propellers

Min. steering speed left / right

Controllable pitch

Number of fwd thrusters

yes / no Number of aft thrusters

MAIN ENGINE DETAILS Type of engine motor / turbine / other Max. number of engine starts

Time from full ahead to full astern

EQUIPMENT DEFECTS RELEVANT TO SAFE NAVIGATION

OTHER IMPORTANT DETAILS e.g. berthing restrictions, manoeuvring peculiarities

78

Bridge procedures guide

A2

Shore-to-ship: Pilot/Master Exchange

SHIP REQUESTING PILOTAGE DETAILS Ship Name

Call sign

ORIGINATING AUTHORITY Contact name

VHF channel

Other means of contact PILOT BOARDING INSTRUCTIONS (UTC/LT)

Date/arrival time at pilot boarding station Position pilot will board port / starboard / TBA

Embarkation side

Approach course and speed

Requested boarding arrangement BERTH AND TUG DETAILS Intended berth and berthing prospects Side alongside

port / starboard

Estimated transit time to berth

Tug rendezvous position

Number of tugs

Tug arrangement

Total bollard pull

LOCAL WEATHER AND SEA CONDITIONS at the pilot boarding station on arrival Tidal information

(heights/times)

Expected currents Forecast weather DETAILS OF THE PASSAGE PLAN including abort points/emergency plans

REGULATIONS including VTS reporting, anchor/look-out attendance, max. allowable draught

OTHER IMPORTANT DETAILS including navigation hazards, ship movements

Bridge procedures guide

79

A3

Pilot card

SHIP’S PARTICULARS Name

Call sign

Displacement

(tonnes) Deadweight

Length OA

(tonnes) Year built

(m) Breadth

Draught fwd

(m) Draught aft

Port anchor

(shackles) Stbd anchor

(m) Bulbous bow

yes / no

(m) Draught amidships

(m)

(shackles) (1 shackle=27.4 m/15 fathoms)

m

m m

m Manifold Parallel W/L Loaded Ballast

m m Air draught m ft

m

in

ENGINE Type of engine

Maximum power

rpm/pitch

(kW)

loaded speed

(HP)

ballast speed

Full ahead

(kts)

(kts)

Half ahead

(kts)

(kts)

Slow ahead

(kts)

(kts)

Dead slow ahead

(kts)

(kts)

Dead slow astern Slow astern Half astern Full astern

Engine critical rpm Time full ahead to full astern

80

Bridge procedures guide

(% of full ahead power)

Maximum number of consecutive starts (sec) Time limit astern

(min)

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STEERING Rudders Trmehard-over to hard-over

-

Rudderanglefor neutraleffect

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Propellers

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Bow power =

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EQUIPMENTCHECKED AND READYFORUSE

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Anchors

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Whistle Flags X-Bandradar S-Band radar water/ ground

Speedlog

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EQUIPMENT OPERATIONAL DEFECTS

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OTHERIMPORTANTDETAILS

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Wheelhouse poster

Ship’s name....................................................... Call sign......................Gross tonnage.......................Net tonnage........................ Max. displacement................tonnes, and Deadweight................tonnes, and Block coefficient................at summer full load draught

STEERING PARTICULARS Draught at which the manoeuvring data were obtained

Loaded

Ballast

Trial/Estimated

Trial/Estimated

___m forward

___m forward

___m aft

___m aft

ANCHOR CHAIN

Type of rudder(s) ________________________________ ___________˚ Maximum rudder angle Time hard-over to hard-over ___________s with one power unit ___________s with two power units Minimum speed to maintain course propeller stopped Rudder angle for neutral effect

Engine order

Port Starboard Stern

_______knots ___________˚

(1 shackle = ______m/______fathoms)

THRUSTER EFFECT at trial conditions

PROPULSION PARTICULARS Type of engine ______, ___kW (___HP). Type of propeller ______ Rpm/pitch setting

Thruster

kW (HP)

Speed (knots) Loaded

Max. rate of heaving (min/shackle)

No. of shackles

Ballast

Full sea speed

Time delay for full thrust

Turning rate Time delay to at zero speed reverse full thrust

Not effective above speed

Bow

s

˚/min

min

s

knots

Stern

s

˚/min

min

s

knots

Combined

s

˚/min

min

s

knots

Full ahead Half ahead Slow ahead

DRAUGHT INCREASE (LOADED)

Dead slow ahead Dead slow astern Slow astern Half astern

Full astern

Critical revolutions ___rpm Minimum rpm ___ ___knots ___rpm Time limit astern Time limit at min. rev.___rpm Emergency full ahead ___s to full astern ___s Stop to full astern Astern power ___% ahead Max. no. of ___ consecutive starts

Estimated Squat Effect Under keel clearance

Ship’s speed (knots)

Heel Effect

Max. bow squat estimated (m)

Heel angle (degree)

Draught increase (m)

2 m

4 8 12

m

16

TURNING CIRCLES AT MAX. RUDDER ANGLE

MAN OVERBOARD RESCUE MANOEUVRE SEQUENCE OF ACTIONS TO BE TAKEN • TO CAST A LIFEBUOY • TO GIVE THE HELM ORDER • TO SOUND THE ALARM • TO KEEP THE LOOK-OUT

Insert a recommended turn

PERFORMANCE MAY DIFFER FROM THIS RECORD DUE TO ENVIRONMENTAL, HULL AND LOADING CONDITIONS Reference: IMO Resolution A.601(15) Provision and display of manoeuvring information on board ships

82

Bridge procedures guide

A5

REQUIRED BOARDING ARRANGEMENTS FOR PILOT In accordance with I.M.O. requirements and I.M.P.A. recommendations

H.Q.S “Wellington”, Temple Stairs, Victoria Embankment, London WC2R 2PN Tel: +44 20 7240 3973 Fax: +44 20 7240 3518

RIGGING FOR FREEBOARDS OF 9 METRES OR LESS

SHIPS WITH HIGH FREEBOARD (MORE THAN 9M)

MECHANICAL PILOT HOIST

When no side door available HANDHOLD STANCHIONS Min. diam. 32mm 120cm above bulwark min. 70cm max. 80cm. apart

PILOT LADDER Must extend at least 2 metres above lower platform

The steps must be equally spaced

Rigid part

Should rest firmly against ship’s side

SPREADER Min. 180cm long

NO! No shackles No knots No splices

NO!

Officer in contact with bridge

ACCOMMODATION LADDER

MAN-ROPES without knots min. diam. 28mm IF REQUIRED BY PILOT

Two man-ropes ready for immediate use. Min. diam. 28mm

Davit

NO!

Ladders to rest firmly against ship’s side

Should lead aft Maximum 55˚ slope Lower platform horizontal

NO!

Guard ring

The steps must be horizontal

3038cm

Bridge procedures guide

A PILOT LADDER COMBINED 0.5m WITH AN ACCOMMODATION LADDER i s usually the safer

2m

method of embarking or disembarking a pilot on ships with a freeboard of more than 9 metres

Stern

NO!

Spreaders must not be lashed between steps

NO! The side ropes must be equally spaced

Recommended 9 metre mark 2m

NO!

Flexible part

3 to 7 metres depending on size of pilot launch and height of swell

Min. 40cm

Max. 8 steps between spreaders

Rigid handrails preferred

A pilot hoist made and rigged in accordance with SOLAS Chapter V, together with a pilot ladder rigged alongside for immediate transfer, may be used subject to agreement between the Master and the Pilot. It should be noted that the distance between the nearest side ropes of the pilot hoist and pilot ladder will be at least 1.4 metres.

Bow

NO! The loops are a tripping hazard for the pilot and can become foul of the pilot launch

Two handhold stanchions rigidly secured to ship’s structure

Very dangerous ladder too long 5th step must be a spreader

Responsible officer

AT NIGHT Height required by pilot

NO OBSTRUCTIONS

83

Lifebuoy with self-igniting light

Approved by I.M.O.

Pilot ladder and ship’s deck lit by forward shining overside light

Bulwark ladder secured to ship

March 2001

Required boarding arrangements for pilots

INTERNATIONAL MARITIME PILOTS’ ASSOCIATION

A6

Distress alert and the frequencies to use

Terrestrial radiocommunication The distress alert may be sent using digital selective calling (DSC) on one or more of the following frequencies which are dedicated exclusively to the purpose: VHF

Channel 70

MF

2187.5 kHz

HF

4207.5 kHz

HF

6312 kHz

HF

8414.5 kHz

HF

12577 kHz

HF

16804.5 kHz

The distress alert should indicate: o

o

on which frequency the follow-up distress message will be transmitted; and the mode of transmission (telephony or telex).

The frequencies that should be used for the follow-up distress message: Radio Telephone (R/T)

Radio Telex

Channel 16 VHF 2182 kHz

2174.5 kHz

4125 kHz

4177.5 kHz

6215 kHz

6268 kHz

8291 kHz

8376.5 kHz

12290 kHz

12520 kHz

16420 kHz

16695 kHz

Satellite radiocommunication The distress alert by satellite should be transmitted, with absolute priority, to a Rescue Co-ordination Centre (RCC).

84

Bridge procedures guide

A7

Guidance on steering gear test routines

Manual steering positions The steering gear should be tested at all the manual steering positions on the bridge: o after prolonged use of the autopilot; o once per watch; o before entering coastal waters. Multiple steering gear power units In coastal waters, use more than one steering gear power unit when such units are capable of simultaneous operation. Before departure from port Shortly before departure, check and test the steering gear including, as applicable, the operation of the following: o the main steering gear; o the auxiliary steering gear; o the remote steering control systems; o the main steering position on the bridge; o the emergency power supply; o the rudder angle indicators in relation to actual rudder position; o the remote steering gear control system power failure alarms; o the steering gear power unit failure alarms; and o automatic isolating arrangements and other automatic equipment. Checks and tests Checks and tests should include: o the full rudder movement according to the required capabilities of the steering gear; o the timing of rudder movement from hardover-to-hardover, using each steering gear power unit singly and together, to ensure consistency with previous tests; o a visual inspection of the steering gear and its connecting linkage; and o the operation of the means of communication between the bridge and the steering gear compartment. Changeover procedures All officers concerned with the operation or maintenance of the steering gear should acquaint themselves with the changeover procedures. The regular testing of manual steering should be an opportunity for all bridge team members to test and practise procedures for changeover between different modes, as appropriate. Typically these will include: o Auto Track Keeping to Auto Pilot; o Auto Pilot to Hand Steering; o Hand Steering to Non Follow-Up; o Hand Steering to Emergency Steering. Emergency steering drills Emergency steering drills should take place at least every three months and must include direct control from within the steering gear compartment, the communications procedure with the bridge and, where applicable, the operation of alternative power supplies. Records The dates on which these checks and tests are conducted, and the date and details of emergency steering drills carried out, must be recorded in the log book.

Bridge procedures guide

85

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PART B BRIDGE CHECKLISTS Note:Thesechecklists havebeenincluded asa guide. Masters and navrgating officers maywishto addto or modify thesechecklists to suitthe particular operational needsof the ship

B1

Familiarisation with bridge equipment

Has the operation of the following equipment been studied and fully understood? bridge and deck lighting emergency arrangements in the event of main power failure navigation and signal lights, including searchlights signalling lamp morse light sound signalling apparatus, including whistles fog bell and gong system safety equipment, including LSA equipment including pyrotechnics, EPIRB and SART bridge fire detection panel general and fire alarm signalling arrangements emergency pump, ventilation and watertight door controls internal ship communications facilities, including portable radios emergency “batteryless” telephone system public address system AIS and external communication equipment, including VHF and GMDSS equipment alarm systems on bridge automatic track-keeping system, if fitted ECDIS and electronic charts, if fitted echo sounder electronic navigational position-fixing systems VDR or S-VDR equipment gyro compass/repeaters IBS functions, if fitted magnetic compass off-course alarm radar including ARPA speed/distance recorder engine and thruster controls

88

Bridge procedures guide

4 4 4 4 -4

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l_ l shipsecurityalertequipment steeringgea4 includingmanual,auto-pilotand emergency changeoverand testing arrangements(seeannexA7) location and operation of ancillarybridge equipment (e.9. binoculars,signallingflags, meteorologicalequipment) I stowage of chart and hydrographicpublications

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Other checks(to be expanded by master and navigation officer):

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B2

Preparation for sea Has a passage plan for the intended voyage been prepared? (see section 2)

Has the following equipment been checked and found ready for use? anchors bridge movement book/course and engine movement recorder echo sounder electronic navigational position-fixing systems gyro/magnetic compass and repeaters passage plan entered into integrated bridge system radar(s) required AIS data inputs made, speed/distance recorder clocks Has the following equipment been tested, synchronised and found ready for use? bridge and engine room telegraphs, including rpm indicators emergency engine stops thruster controls and indicators, if fitted controllable pitch propeller controls and indicators, if fitted communications facilities, including bridge to engine room/mooring station communications portable radios VHF radio communications with port authority navigation and signal lights, including searchlights signalling lamp morse light sound signalling apparatus, including whistles fog bell and gong system steering gear, including manual, auto-pilot and emergency changeover arrangements and rudder indicators (see annex A7) window wiper/clearview screen arrangements Is the ship secure for sea? cargo and cargo handling equipment secure all hull openings secure and watertight cargo/passenger details available stability and draught information available

90

Bridge procedures guide

-1 =

-1 =

--4 |

1 1

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personnelsufficientlyrested? nre necessary

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z

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Other checks:

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B3

Preparation for arrival in port In preparing the passage for arrival in port, has a pre-pilotage information exchange taken place? (see annexes A1 and A2) Has the passage plan been updated following receipt of the Shore-to-Ship Pilot/Master Exchange form and all latest navigational warnings? Has the ETA been sent with all relevant information required by local regulations (e.g. details of dangerous/hazardous goods carried)? Is it necessary to rearrange cargo/ballast?

Has the following equipment been prepared and checked? course and engine movement recorders clock synchronisation communications with the engine control room and mooring stations signalling equipment, including flags/lights deck lighting mooring winches and lines, including heaving lines pressure on fire main anchors cleared away stabilisers and log tubes housed, if fitted Has the steering gear been tested, and has manual steering been engaged in sufficient time for the helmsman to become accustomed before manoeuvring commences? (see annex A7) Have the engines been tested and prepared for manoeuvring? Has the Pilot Card (see annex A3) been completed and are the pilot embarkation arrangements (see annex A5) in hand? Have VHF channels for the various services (e.g. VTS, pilot, tugs, berthing instructions) been noted and a radio check carried out? Has the port been made fully aware of any special berthing requirements that the ship may have?

Other checks:

92

Bridge procedures guide

B4

Pilotage Immediately on arrival on the bridge, has the pilot been informed of the ship’s heading, speed, engine setting and draught? Has the pilot been informed of the location of lifesaving appliances provided on board for his use?

Have details of the proposed passage plan been discussed with the pilot and agreed with the master, including: radio communications and reporting requirements bridge watch and crew stand-by arrangements deployment and use of tugs berthing/anchoring arrangements expected traffic during transit pilot change-over arrangements, if any fender requirements Has a completed Pilot Card (see annex A3) been handed to the pilot and has the pilot been referred to the Wheelhouse Poster? (see annex A4) Have the responsibilities within the bridge team for the pilotage been defined and are they clearly understood? Has the language to be used on the bridge between the ship, the pilot and the shore been agreed? Are the progress of the ship and the execution of orders being monitored by the master and officer of the watch? Are the engine room and ship’s crew being regularly briefed on the progress of the ship during the pilotage? Are the correct lights, flags and shapes being displayed?

Other checks:

Bridge procedures guide

93

B5

Passage plan appraisal

Have navigation charts been selected from chart catalogue, including: large scale charts for coastal waters appropriate scale charts for ocean passages planning charts routeing, climatic, pilot and load line zone charts Have publications been selected, including: Sailing Directions and pilot books light lists radio signals guides to port entry tide tables and tidal stream atlas Have all navigation charts and publications been corrected up to date, including: the ordering of new charts/publications, if necessary notices to mariners local area warnings NAVAREA navigational warnings Have the following been considered? ship’s departure and arrival draughts together with any restrictions on underkeel clearance due to squat ship’s cargo and any special cargo stowage/carriage restrictions if there are any special ship operational requirements for the passage Have the following been checked? planning charts and publications for advice and recommendations on route to be taken climatological information for weather characteristics of the area navigation charts and publications for landfall features navigation charts and publications for Ships’ Routeing Schemes, Ship Reporting Systems and Vessel Traffic Services (VTS) Has weather routeing been considered for passage? Have the following preparations been made for port arrival? navigation charts and publications studied for pilotage requirements Ship-to-Shore Master/Pilot Exchange form prepared (see annex A1) Pilot Card updated (see annex A3) port guides studied for port information including arrival/berthing restrictions Other checks:

94

Bridge procedures guide

B6

Navigation in coastal waters

Have the following factors been taken into consideration in preparing the passage plan? advice/recommendations in Sailing Directions ship’s draught in relation to available water depths effect of squat on underkeel clearance in shallow water tides and currents weather, particularly in areas prone to poor visibility available navigational aids and their accuracy position-fixing methods to be used daylight/night-time passing of danger points traffic likely to be encountered – flow, type, volume any requirements for traffic separation/routeing schemes ship security considerations regarding piracy or armed attack Are local/coastal warning broadcasts being monitored? Is participation in area reporting systems recommended including VTS? Is the ship’s position being fixed at regular intervals? Has equipment been regularly checked/tested, including: gyro/magnetic compass errors manual steering before entering coastal waters if automatic steering has been engaged for a prolonged period radar performance and radar heading line marker alignment echo sounder Is the OOW prepared to use the engines and call a look-out or a helmsman to the bridge? Have all measures been taken to protect the environment from pollution by the ship and to comply with applicable pollution regulations?

Other checks:

Bridge procedures guide

95

B7

Navigation in ocean waters Is keeping a look-out being given due priority? Are NAVAREA, HYDROLANT and HYDROPAC navigational warning broadcasts and other long-range weather reports being monitored closely? Are changes in the local weather being monitored and is the barometer observed regularly? Is participation in area reporting systems (e.g. AMVER) recommended? Is the ship’s position being fixed at regular intervals? Are celestial navigational techniques being practised? Are gyro/magnetic compass errors and radar performance being checked regularly? Have radar techniques been practised (in clear visibility)? Have preparations been made for landfall? Have measures been taken to protect the environment from pollution by the ship and to comply with applicable pollution regulations?

Other checks:

96

Bridge procedures guide

B8

Anchoring and anchor watch

Has an anchoring plan been prepared taking into account: speed reduction in ample time direction/strength of wind and current tidal stream when manoeuvring at low speeds need for adequate searoom particularly to seaward depth of water, type of seabed and the scope of anchor cable required Have the engine room and anchor party been informed of the time of “stand-by” for anchoring? Are the anchors, lights/shapes and sound signalling apparatus ready for use? Has the anchor position of the ship been reported to the port authority? While at anchor, the OOW should: determine and plot the ship’s position on the appropriate chart as soon as practicable when circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects ensure that proper look-out is maintained ensure that inspection rounds of the ship are made periodically ensure vessel access control precautions are maintained in respect of vessel security observe meteorological and tidal conditions and the state of the sea notify the master and undertake all necessary measures if the ship drags anchor ensure that the state of readiness of the main engines and other machinery is in accordance with the master’s instructions if visibility deteriorates, notify the master ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations

Other checks:

Bridge procedures guide

97

B9

Navigation in restricted visibility

Has the following equipment been checked to ensure that it is fully operational? radar, ARPA or other plotting facilities VHF fog signalling apparatus navigation lights echo sounder, if in shallow waters watertight doors, if fitted Have look-out(s) been posted and is a helmsman on stand-by? Has planning allowed for the provision of additional bridge team personnel if required? Have the master and engine room been informed, and the engines put on stand-by? Are the COLREGS being complied with, particularly with regard to rule 19 and proceeding at a safe speed? Is the ship ready to reduce speed, stop or turn away from danger? If the ship’s position is in doubt, has the possibility of anchoring been considered?

Other checks:

98

Bridge procedures guide

B10

Navigation in heavy weather or in tropical storm areas Have the master, engine room and crew been informed of the conditions? Have all movable objects been secured above and below decks, particularly in the engine room, galley and in storerooms? Has the ship’s accommodation been secured and all ports and deadlights closed? Have all weather deck openings been secured? Have speed and course been adjusted as necessary? Has the crew been warned to avoid upper deck areas made dangerous by the weather? Have safety lines/hand ropes been rigged where necessary?

Have instructions been issued on the following matters: monitoring weather reports transmitting weather reports to the appropriate authorities or, in the case of tropical storms, danger messages in accordance with SOLAS

Other checks:

Bridge procedures guide

99

B11

Navigation in ice Have the master, engine room and crew been informed of the ice conditions? Have watertight doors been shut, as appropriate? Has speed been moderated? Has the frequency of sounding tanks and bilges been increased?

Have instructions been issued on the following matters: monitoring ice advisory service broadcasts transmitting danger messages in accordance with SOLAS

Other checks:

100

Bridge procedures guide

B12

Changing over the watch

When changing over the watch, relieving officers should personally satisfy themselves regarding the following: standing orders and other special instructions of the master relating to navigation of the ship position, course, speed and draught of the ship prevailing and predicted tides, currents, weather and visibility and the effect of these factors upon course and speed procedures for the use of main engines to manoeuvre when the main engines are on bridge control, and the status of the watchkeeping arrangements in the engine room the ship security status sufficient time has been allowed for night vision to be established and that such vision is maintained navigational situation, including but not limited to: the operational condition of all navigational and safety equipment being used or likely to be used during the watch the errors of gyro and magnetic compasses the presence and movements of ships in sight or known to be in the vicinity the conditions and hazards likely to be encountered during the watch the possible effects of heel, trim, water density and squat on underkeel clearance any special deck work in progress

Other points:

Bridge procedures guide

101

B13

Calling the master

The OOW should notify the master immediately: if restricted visibility is encountered or expected if traffic conditions or the movements of other ships are causing concern if difficulties are experienced in maintaining course on failure to sight land, a navigation mark or obtain soundings by the expected time if, unexpectedly, land or a navigation mark is sighted or a change in soundings occurs of breakdown of the engines, propulsion machinery remote control, steering gear or any essential navigational equipment, alarm or indicator if the radio equipment malfunctions in heavy weather, if in any doubt about the possibility of weather damage if the ship meets any hazard to navigation, such as ice or a derelict if any vessel security concerns arise in any other emergency or if in any doubt

Other points:

102

Bridge procedures guide

B14

Pre–operational DP checklist

Ship’s Name: ................................................................ Date: ................................. Time: …………….. Item

Status

Computers

Remarks

A

Running

Online

B

Running

Online

A/B Difference Messages Thrusters

Power and Generators

Bus Tie Switch

1

Running

Enabled

2

Running

Enabled

3

Running

Enabled

4

Running

Enabled

5

Running

Enabled

6

Running

Enabled

1

Running

Stand-By

2

Running

Stand-By

3

Running

Stand-By

4

Running

Stand-By

Open/Closed

Equipment Class Control Gain

Consequence Analysis Enabled Low/Med/High

Customised/Relaxed

Alt Rot Point

No Selected

Position:

Wind Sensors

1/2 Available

Gyros

MRU

Selected

Gyro Differences Checked

1

Running

Selected

Repeater Checked

2

Running

Selected

Gyro Alarms Checked

3

Running

Selected

1

MRU Differences Checked

2 Printer

Running

Position DGPS 1 Reference Systems 2

Running HDOP

Paper OK

Outstanding Messages Checked

Diff Available

IMCA DQI Factor

AOD (Sec) Running HDOP

Diff Available

IMCA DQI Factor

AOD (Sec) Taut Port Wires Starboard

Deployed

Water Depth:

m

Deployed

Water Depth:

m

Fan Deployed Beam

Range/Brg:

Reflector Location

HPR

1

Running

Pole Up/Down

Transponders Deployed

2

Running

Pole Up/Down

Transponders Deployed

Communications VHF

Channels:

Working:

Listening: UHF

Channels:

Tested Tested

Internal

Tested

Talkback

Tested

Weather Forecast Time Received: Signals Displayed 30 Mins Setting Time Complete MCR Checklist Complete Tasks Agreed Permit To Work

Ref No:

Expiry Time:

Signed: ……………………….................….………......…….

Rank: ………………………………………

Bridge procedures guide

103

1

a a a a 4

e a 3

a 1 1 4

PARTC - EMERGENCY CHECKLISTS Note:Thesechecklists havebeenincluded asa guide. It is recommended that appropriate checklists shouldbe devrsed to suitthe particular needsof the shiptype andtrade,takingintoaccountthat otherpersonnel and passengers maybe on board. It is recommended that emergency drillsand on boardtrainingshouldincludescenarios with incidents addressed in the Emergency Checklists. Duringsuchdrillsandtraining,the useof Emergency Checklists shouldbe encouraged to increase familiarity in theiruse.

a a 1, 7j

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C1

Main engine or steering failure

Action to be carried out: Inform master Take action to manoeuvre ship away from danger Prepare for anchoring if in shallow water Exhibit “not under command” shapes/lights Commence sound signalling Broadcast URGENCY message to ships in the vicinity, if appropriate Modify AIS status message to communicate relevant information Inform VTS or port authority if in controlled or similarly monitored waters In case of a STEERING FAILURE: Inform engine room Engage emergency steering Prepare engines for manoeuvring Take way off the ship

Other actions:

106

Bridge procedures guide

C2

Collision

Action to be carried out: Sound the general emergency alarm, and carry out a crew muster to check for missing or injured personnel Close watertight doors and automatic fire doors Manoeuvre the ship so as to minimise effects of collision without endangering other ships Switch on deck lighting at night Switch VHF to Channel 16 and, if appropriate, to Channel 13 Muster passengers, if carried, at emergency stations Make ship’s position available to radio room/GMDSS station, satellite terminal and other automatic distress transmitters and update as necessary Sound bilges and tanks after collision Check for fire/damage Take appropriate damage control measures Offer assistance to other ship Inform Coastal State Authorities if appropriate Preserve VDR or S-VDR records if not automatically protected Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent danger and immediate assistance is required, otherwise broadcast an URGENCY message to ships in the vicinity

Other actions:

Bridge procedures guide

107

C3

Stranding or grounding

Action to be carried out: Stop engines Sound general emergency alarm, and carry out a crew muster to check for missing or injured personnel Consider use of anchor Close watertight doors, if fitted Switch to high cooling water intakes Maintain a VHF watch on Channel 16 and, if appropriate, on Channel 13 Exhibit lights/shapes and make any appropriate sound signals Switch on deck lighting at night Check hull for damage Sound bilges and tanks Visually inspect compartments, where possible Sound around ship Determine which way deep water lies Determine the nature of the seabed Obtain information on local currents and tides, particularly details of the rise and fall of the tide Consider reducing the draught of the ship Consider taking on additional ballast to prevent unwanted movement Make ship’s position available to radio room/GMDSS station, satellite terminal and other automatic distress transmitters and update as necessary Inform Coastal State Authorities if appropriate Preserve VDR or S-VDR records if not automatically protected Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent danger and immediate assistance is required, otherwise broadcast an URGENCY message to ships in the vicinity

Other actions:

108

Bridge procedures guide

C4

Man overboard

Actions to be carried out: Release lifebuoy with light and smoke signal on the side the crew member has fallen overboard Take immediate avoiding action so as not to run over the man overboard Note ship’s position, wind speed and direction, and time Activate GPS man overboard marker Sound three prolonged blasts of the ship’s whistle and repeat as necessary Post a look-out with binoculars and instructions to maintain a continuous watch on the man overboard Engage hand steering, if helmsman available Commence a recovery manoeuvre, such as a Williamson turn Inform master, if not already on the bridge Inform engine room Hoist signal flag “O” Place engines on stand-by Muster rescue boat’s crew, master and coxswain, and jointly assess launch/recovery risks Prepare rescue boat for possible launching Consider alternative means of MOB recovery if launch/recovery of rescue boat considered to be of excessive risk Distribute portable VHF radios for communication Rig pilot ladder/nets to assist in the recovery Make ship’s position available to radio room/GMDSS station Broadcast URGENCY message to ships in the vicinity Preserve VDR or S-VDR records if not automatically protected Assume role of On Scene Co-ordinator

Other actions:

Bridge procedures guide

109

C5

Fire

Action to be carried out: Sound the fire alarm Call master if not already on bridge and notify engine room Muster crew Establish communications Check for missing and injured crew members On locating the fire, notify all on board of that location If an engine room fire, prepare for engine failure and manoeuvre ship away from danger Assess fire and determine: The class of fire Appropriate extinguishing agent Appropriate method of attack How to prevent the spread of the fire The necessary personnel and firefighting methods Close down ventilation fans, skylights and all doors including fire and watertight doors Switch on deck lighting at night Make ship’s position available to radio room/GMDSS station, satellite terminal or other automatic distress transmitters and update as necessary Inform Coastal State Authorities if appropriate Preserve VDR or S-VDR records if not automatically protected Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent danger and immediate assistance is required, otherwise broadcast an URGENCY message to ships in the vicinity

Other actions:

110

Bridge procedures guide

C6

Flooding

Actions to be carried out: Sound the general emergency alarm Close watertight doors, if fitted Sound bilges and tanks Identify location of incoming water Cut off all electrical power running through the area Shore up area to stem water flow Check bilge pump for operation Check auxiliary pumps for back-up operation, as required Make ship’s position available to radio room/GMDSS station, satellite terminal and other automatic distress transmitters and update as necessary Inform Coastal State Authorities if appropriate Broadcast DISTRESS ALERT and MESSAGE if the ship is in grave and imminent danger and immediate assistance is required, otherwise broadcast an URGENCY message to ships in the vicinity

Other actions:

Bridge procedures guide

111

C7

Search and rescue

Actions to be carried out: Take bearing of distress message if radio direction finder fitted Re-transmit distress message Maintain continuous listening watch on all distress frequencies Consult IAMSAR manual Establish communications with all other surface units and SAR aircraft involved in the SAR operation Plot position, courses and speeds of other assisting units Monitor X-band radar for locating survival craft transponder (SART) signal using 6 or 12 nautical mile range scales Post extra look-outs for sighting flares and other pyrotechnic signals

Other actions:

112

Bridge procedures guide

C8

Abandoning ship

Actions to be carried out: Broadcast DISTRESS ALERT and MESSAGE on the authority of the master Instruct crew members to put on lifejackets and wear adequate and warm clothing Instruct crew members to put on immersion suits, if carried, if water temperature is below 16˚ C Order crew members to lifeboat stations Prepare to launch lifeboats/liferafts Ensure that lifeboat sea painters are attached to the ship Embark all crew in the lifeboats/liferafts and launch Ensure lifeboats/liferafts remain in safe proximity to the ship and in contact with each other

Other actions:

Bridge procedures guide

113

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IndustryPublications Recommended

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) ode y a n a g e m e (nl tS M C Guideline o sn t h e A p p l i c a t i oonf t h e l N / OI n t e r n a t i o nSaal f e t M

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:*

ModeS l h i pS e c u r i tPyl a n

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Officers for Masters and ShipSecurity on Prevention Pirates andArmedRobbers: Guidelines

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A Guidefor Masters Perilat Seaand Salvage: r h i pO p e r a t t o n s G u i d et o H e l i c o p t /eS (ISGOTT) andTerminals International SafetyGuidefor OilTankers

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