USKUP - 1bridge Procedures - Tanker

EXERCISES
VESSEL OPERATING PROCEDURES MANUAL

BRIDGE PROCEDURES
BRIDGE PROCEDURES
Written By Verified By Approved For Application
NAME AND SURNAME NAME AND SURNAME NAME AND SURNAME

Safety&Quality Department Manager Technical Department Director Managing Board President
EXERCISES
BRIDGE PROCEDURES
TABLE OF CONTENTS
1. INTRODUCTION ............................................................................................................................................. 5
2. NAVIGATIONAL RESPONSIBILITIES ................................................................................................................. 6

2.1. MASTER ......................................................................................................................................................... 6
2.1.1. Safe Conduct of the Ship ........................................................................................................................ 6
2.1.2. Vessel Traffic Control System ................................................................................................................. 6
2.1.3. Time/Distance Saving ............................................................................................................................ 6
2.1.4. Safe Speed ............................................................................................................................................. 6
2.1.5. Pilotage Waters ..................................................................................................................................... 7
2.2. NAVIGATING OFFICER.................................................................................................................................... 7
2.2.1. Navigational Aids................................................................................................................................... 7
2.2.2. Voyage Preparation ............................................................................................................................... 7
2.2.3. Navigation Preplanning ......................................................................................................................... 7
2.3. ALL OFFICERS ................................................................................................................................................. 7
2.4. COMMUNICATIONS ....................................................................................................................................... 8
2.5. UNATTENDED ENGINE ROOM ....................................................................................................................... 8
2.6. REFERENCES .................................................................................................................................................. 8
3. DUTIES OF WATCHKEEPING OFFICER AT SEA .................................................................................................. 9
3.1. RESPONSIBILITIES .......................................................................................................................................... 9
3.2. COURSE AND SPEED ...................................................................................................................................... 9
3.3. CALLING MASTER .................................................................................................................................................. 9
3.4. NOTIFYING ENGINEER OFFICER ..................................................................................................................... 9
3.5. MANUAL/AUTOMATIC STEERING ......................................................................................................................10
3.6. EQUIPMENT TESTS ...................................................................................................................................... 10
3.7. REFERENCES ................................................................................................................................................ 11
4. NAVIGATIONAL STANDING ORDERS ..............................................................................................................12
5. WORK AND REST, STRESS AND DISTRACTIONS ..............................................................................................15

5.1. PURPOSE AND SCOPE .................................................................................................................................. 15
5.2. WORK AND REST ......................................................................................................................................... 15
5.3. STRESS AND DISTRACTIONS................................................................................................................................15
5.4. REFERENCES ................................................................................................................................................ 16
6. BRIDGE ORGANIZATION ..................................................................................................................................... 17
6.2. BRIDGE ORGANISATION WATCH TYPE......................................................................................................... 17
6.2.1. In Open Waters ...........................................................................................................................................17
6.2.2. In Restricted Waters ............................................................................................................................ 17
6.2.3. When Entering or Leaving Port ............................................................................................................ 17
6.2.4. Whenever Simultaneous High Workload of Navigation and Condition Avoidance ................................17
6.3. UNLICENSED PERSONNEL ...................................................................................................................................17
6.3.1. Steering ............................................................................................................................................... 17
6.3.2. Look-out............................................................................................................................................... 18
6.4. WATCH TYPE A ............................................................................................................................................ 18
6.5. WATCH TYPE B............................................................................................................................................. 18
6.5.1. Master ................................................................................................................................................. 19
6.5.2. Watchkeeping Officer .......................................................................................................................... 19
6.6. WATCH TYPE C............................................................................................................................................. 19
6.6.1. Master ................................................................................................................................................. 19
6.6.2. Watchkeeping Officer .......................................................................................................................... 19
6.7. WATCH TYPE D ............................................................................................................................................ 20
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6.7.1. Master ................................................................................................................................................. 20
6.7.2. One Officer........................................................................................................................................... 20
6.7.3. Other Officer ........................................................................................................................................ 20
6.8. AUTOMATIC STEERING/PILOT ..................................................................................................................... 20

6.9. FILING .......................................................................................................................................................... 20
6.10. REFERENCES ............................................................................................................................................. 20
7. CHANGE OVER THE WATCH...........................................................................................................................21
7.2. DESCRIPTION OF PROCEDURE ..................................................................................................................... 21
7.3. FILING .......................................................................................................................................................... 21
7.4. REFERENCES ................................................................................................................................................ 21
8. NAVIGATION PLANNING ...............................................................................................................................22
8.2. DESCRIPTION OF PROCEDURE ..................................................................................................................... 22
8.3. INFORMATION SOURCES ............................................................................................................................. 22
8.4. GUIDELINES FOR FILLING IN THE PASSAGE PLAN FORM .............................................................................. 23
8.4.1. Sections to be filled in by the 2nd Officer ............................................................................................. 23
8.4.2. Watchkeeping Officer’s Comments Section ......................................................................................... 23
8.4.3. Master’s Comments Section ................................................................................................................ 23
8.4.4. Instructions Section.............................................................................................................................. 24
8.5. FILING .......................................................................................................................................................... 25
8.6. REFERENCES ................................................................................................................................................ 25
9. ENTERING OR LEAVING A PORT ....................................................................................................................26
9.2. ARRIVAL PROCEDURES ................................................................................................................................ 26
9.2.1. Review of Port Information .................................................................................................................. 26
9.2.2. In-Port Passage Navigation Planning................................................................................................... 26
9.2.3. Organization of the Bridge during In-Port Passage.............................................................................. 26
9.2.4. Mooring and Anchoring Plan ............................................................................................................... 27
9.2.5. Ship Readiness ..................................................................................................................................... 27
9.2.6. Master/Pilot Information Exchange Cards ........................................................................................... 28
9.2.7. Personnel Requirements ...................................................................................................................... 28
9.2.8. Manning Requirements for Anchoring ................................................................................................. 29
9.2.9. Port Entry Meeting .....................................................................................................................................29
9.3. DEPARTURE PROCEDURE............................................................................................................................. 30
9.3.1. Preparation.......................................................................................................................................... 30
9.3.2. Organization and Planning .................................................................................................................. 30
9.3.3. Navigation in Pilotage Waters ............................................................................................................. 30
9.3.4. Disembarking a Pilot............................................................................................................................ 30
9.4. FILING .......................................................................................................................................................... 30
9.5. REFERENCES ................................................................................................................................................ 30
10. PILOTAGE ..................................................................................................................................................31
10.1. PURPOSE AND SCOPE ............................................................................................................................... 31
10.2. RESPONSIBILITIES ..................................................................................................................................... 31
10.3. BRIDGE ORGANISATION ........................................................................................................................... 31
10.4. MASTER/PILOT RELATIONSHIP ................................................................................................................. 31
10.5. PILOT COMPLIANCE WITH RULES ............................................................................................................. 32
10.6. BOARDING A PILOT................................................................................................................................... 32
10.7. FILING ....................................................................................................................................................... 32
10.8. REFERENCES ............................................................................................................................................. 32
11. ANCHORING..............................................................................................................................................33
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11.2. RESPONSIBILITIES ..................................................................................................................................... 33
11.3. DESCRIPTION OF PROCEDURE .................................................................................................................. 33
11.4. NORMAL WATCH REQUIREMENTS AT ANCHOR ....................................................................................... 33
11.5. FILING ....................................................................................................................................................... 34
11.6. REFERENCES ............................................................................................................................................. 34
12. NAVIGATION IN RESTRICTED VISIBILITY.....................................................................................................35

12.2. PROCEDURE.............................................................................................................................................. 35
12.3. FILING ....................................................................................................................................................... 35
12.4. REFERENCES ............................................................................................................................................. 35
13. NAVIGATION IN HEAVY WEATHER CONDITIONS........................................................................................36
13.2. PROCEDURE.............................................................................................................................................. 36
13.3. FILING ....................................................................................................................................................... 36
13.4. REFERENCES ............................................................................................................................................. 36
14. NAVIGATION IN ICE ...................................................................................................................................37
14.3. FILING ....................................................................................................................................................... 37
14.4. REFERENCES ............................................................................................................................................. 37
15. DECK LOG BOOK ENTRIES ..........................................................................................................................38
16. UNDER KEEL CLEARANCE ...........................................................................................................................41

16.2. DEFINITIONS ............................................................................................................................................. 41
16.3. POLICY ...................................................................................................................................................... 41
16.5. SQUAT CALCULATIONS ............................................................................................................................. 42
17. MASTER’S STANDING ORDERS ..................................................................................................................43
17.1. BRIDGE AND NAVIGATIONAL PROCEDURES ............................................................................................. 43
17.2. CALLING THE MASTER .............................................................................................................................. 43
17.3. USE OF NAVIGATIONAL EQUIPMENT / ELECTRONIC AIDS ........................................................................ 43
17.3.1. Bridge Watches.................................................................................................................................... 43
18. . APPENDICES .................................................................................................................................................. 49
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1. INTRODUCTION
The Master is fully responsible for the safe navigation of the ship and while ultimate responsibility for safe
operation rests with him, part of this responsibility extends to Officers, Engineers and crew, who must
always be on the alert to prevent accident to personnel, ship and cargo. It is duty of each crew member
observing any situation which he feel may endanger the safety of personnel, ship, cargo and environment,
to report his observation to the Officer, Engineer on watch or to the Master. An investigation should be
carried out immediately and action taken as necessary.
Each crewmember ought to create an environment conducive to the free exchange of observation and
information. The Master shall ensure that all watch members participate in the bridge operations and
develop mutual trust.
The Master should ensure that the Officers and crew are made aware of their respective responsibilities.
Each Officer must read and understand the contents of this Manual and confirm it by signing the Officer
Signature Sheet.
The checklists, which are part of the Navigational Manual, are appended after procedures. Verification of
the actions taken according to them shall be recorded in the book Records of the Actions Carried Out in
Accordance with Checklists - Deck.
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2. NAVIGATIONAL RESPONSIBILITIES
2.1. Master
2.1.1. Safe Conduct of the Ship
The Master is responsible for the safe navigation of the ship. He must verify that all pertinent information
has been considered in plotting the intended track of the ship and that the course to be steered will keep
the ship well clear of dangers to navigation.
The Master must ensure that the navigation preplanning is made in accordance with the Section 8,
Navigational Planning, of this Manual.
The Master shall establish the bridge organization as set forth in the procedure Bridge Organization,
Section 6 of this Manual and ensure that all bridge watch personnel are aware of their duties and
responsibilities.
The Master must ensure that the ship's position is fixed when proceeding along the track as often as the
situation requires.
In order to reduce risk of grounding or stranding double checking shall be carried out by different methods
available, and more frequently in restricted or coastal waters or where potential hazard to navigation exist.
When the Master relieves the Watchkeeping Officer off duty, the action must be clearly stated, and the
time and watch condition recorded in the Deck Logbook.
The Watchkeeping Officer must be kept informed where the Master may be contacted at all times.
Whenever the Master leaves the vicinity of the bridge (e.g. when inspecting a tank or cargo hold), the
Watchkeeping Officer shall call another Officer for assistance.
The Master must comply with provisions of the IMO Traffic Separation Schemes where such schemes are in
force. The Master of an oil tanker, chemical carrier and gas carrier must avoid areas prohibited for such
ships.
2.1.2. Vessel Traffic Control System

Should the Traffic Control Center advise the ship to alter course, reduce speed or stop, the Master should
only comply with this advice if possible and safe to do so.
In the event a conflict should develop between the advice of a Traffic Control Center and the Master's
assessment of the situation, the Master should immediately inform the Traffic Control Center of the
circumstances which would make such compliance impractical or unsafe for his ship and attempt to arrive
at an alternative acceptable to the Control Center.
However, in following the advice of a Traffic Control Center, the Master is not relieved of his responsibilities
for the safe navigation of the ship.
2.1.3. Time/Distance Saving

Time/distance saving is secondary to safe navigation. The Master must comply with the Company's policy
for which the safety of the ship, crew and environment protection is paramount.
2.1.4. Safe Speed

When entering or leaving port and when proceeding in restricted waters, the Master is to maintain a speed
safe enough, which will prevent damage to ships, small crafts, other floating objects, piers and other fixed
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structures.
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Ships are to proceed at a speed necessary for the handling and safe navigation of the ship. In restricted
waters, when clearance under the keel is minimal, the Master is to consider the ship's draft in relation to
her maneuvering capabilities.
2.1.5. Pilotage Waters

The Master must employ a Pilot when this is required by regulations (compulsory pilotage) or when in his
judgement the safe navigation of the ship so requires. The presence of a pilot aboard does not relieve the
Master of his responsibility for the safety of the ship. The procedure and relations with Pilot are given in
the procedure Pilotage, Section 10 of BRIDGE PROCEDURES.
2.2. Navigating Officer

The Navigating Officer is the 2nd Officer. He is responsible for the following activities:
2.2.1. Navigational Aids

The correction and upkeep of charts and publications and requisitioning of replacement and additions
through the Master.
Filling and recording navigational warnings, updating of IMO recommended routing schemes, etc. The care
of all navigational equipment and instruments.
Checking of functioning of the navigational aids and other equipment on the bridge shall be recorded in the
book Records of the Actions Carried Out in Accordance with Checklist - Deck.
All malfunctions and deficiencies shall be reported to the Chief Officer who shall complete forms
Detection/Damage Report, Maintenance Report and Repair Specification.
2.2.2. Voyage Preparation

After being informed of the next destination, the Navigation Officer shall ensure that all charts and
navigational publications for the voyage are on board and corrected. The Master must be informed
immediately of any deficiency.
2.2.3. Navigation Preplanning

The Navigating Officer shall carry out his duties as given in the Section 9, Navigation Planning, of BRIDGE
PROCEDURES.
2.3. All Officers

The Watchkeeping Officer is Master's representative and his primary responsibility at all times is the
safe navigation of the ship.
The Watchkeeping Officer is required to keep abreast of the all information required for safe
navigation, such as Notices to Mariners, navigational and weather warnings, Master's orders given in the
Bridge and Night Order Book, etc., and take appropriate action.
All Officers shall have a working knowledge of what can be expected from the ship's performance. This
includes engine maneuverability and limitations, turning information, stopping times and distances. All
Officers shall be fully familiar with the "Maneuvering Characteristic" placard on the bridge.
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2.4. Communications
Clear and concise communications are essential for efficient watch. Every member of the watch shall
pass information or orders in a loud and clear voice so that all other watch-members stay informed.
The reasons for using proper communications ate to:
• make for a better understanding in all matters
• promote a safer and more efficient operation
• establish a professionally run bridge
Elements of proper communication are:
• clarity
• accuracy
• brevity
• standard protocol
• listening skills
• feedback (to avoid disagreement)
2.5. Unattended Engine Room

Adequate means of communication should be established and tested between the Watchkeeping Officer
and the Engineer on standby before each unmanned engine operation is started.
2.6. References
1. Records of the Actions Carried Out in Accordance with Checklists - Deck
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3. DUTIES OF WATCHKEEPING OFFICER AT SEA
3.1. Responsibilities
The Watching Officer is the Master's representative on the bridge and is responsible to see that the
Master's orders are carried out. He must comply with the International Regulations for the Prevention
Collision at Sea, Traffic Separation Schemes, Company regulations as detailed in this Manual and any local
regulations relating to navigation.
Certain duties are detailed in other Sections of this Manual.
3.2. Course and Speed

The Watchkeeping Officer will direct the ship on the course and at the speed, which have been
approved by the Master. This shall not prevent the Watchkeeping Officer from taking the most
effective action, which in his judgement may be necessary to avoid casualty.
The course and speed approved by the Master are only to be altered, and the Master informed, as follows:
• to ensure the safety of the ship and its crew,
• to conform with the International Regulations for the Prevention of the Collisions at Sea,
• to avoid immediate danger,
• to meet prevailing weather condition,
• to make good the course laid down on the chart and Passage Plan, always giving due regard to traffic
near the ship.
The Master shall be notified before a speed altering is carried out.
C.P.A.s of no less than 2 miles shall be maintained when prevailing circumstances permit. If due to limited
sea room or other constraint this recommended distance cannot be completed with, then the maximum
distance permitted by the prevailing circumstances should be maintained.
3.3. Calling Master

The Watchkeeping Officer must notify the Master immediately whenever:
• he is in doubt with regard to the navigational safety matters,
• at any time the ship appears to be running into danger (fog, canals, manoeuvering), after first taking
any action that may be required immediately to avoid the danger (see paragraph 4.2 of this Section),
• in any other situation set forth in the Section 5, Navigational Standing Orders, of this Manual,
• specified by the Master in the Bridge and Night Standing Order Book and Passage Plan.
3.4. Notifying Engineer Officer

The Watchkeeping Officer must notify the Engineer on Watch (or Engineer on Standby in the case of an
unmanned engine room operation) as follows:
• when the ship is at least two hours from the maneuvering,

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• when it becomes apparent that changes in speed may be required due to weather or sea
conditions, low visibility, heavy traffic, or, whenever possible, in an emergency situation,
• when entering an area or encountering a situation where maneuvering will likely be required,
• when there is change in ambient temperature which would affect the operation of the deck
machinery,
• when unusual concentration of ice, seaweed, other marine life or shallow water are encountered which
might affect water intakes to the engine room,
• when appropriate to check that the bridge and engine room clocks are synchronized,
• when ship approaching or leaving a special area in order to maintain MARPOL 73/78, Annex I
requirements.
An appropriate entry in the Deck Logbook should be made upon notification to the engine room.
Note:
The Engineer Officer is to be given ample warning whenever changes to the plant operations may be
required.
3.5. Manual/Automatic Steering

The Watchkeeping Officer should use automatic or manual steering:
• in accordance with Watch Type A,B,C,D,
• at other times specified by the Master or deemed necessary by the Watchkeeping Officer.
Note:
The Watchkeeping Officer must ensure that when changing Helmsmen, a proper hand-over of the current
orders is made.
The Watchkeeping Officer shall made changes in steering mode.
Except in sudden emergency situation, the Watchkeeping Officer will not do manual steering.
3.6. Equipment Tests

The following tests and inspections, aside from other indicated in this Manual, are to be made:
• at noon each day at sea and prior to entering restricted waters, the ship's telephone, whistles,
engineer's alarm and general alarm are to be tested; the whistles are never to be tested when a nearby
ship could mistake it for signal.
• telegraph is to be tested daily at noon and prior to entering restricted waters;
• bridge and engine room clocks are to be synchronized daily at noon and prior to arrival or
departure.
• at sea the automatic pilot is to be disengaged at noon each day and manual steering modes and
other steering gear pump.
The checks of instruments and equipment in accordance with the Periodical Check of
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Instruments and Equipment Checklist (Appendix 1) shall be recorded in the book Records of the Actions
Carried Out in Accordance with Checklists - Deck.
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3.7. References
1. All sections and appendices of the Navigational Manual
2. ICS publication Bridge Procedures Guide

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4. NAVIGATIONAL STANDING ORDERS
1. The Watchkeeping Officer is on no account to leave the bridge when the ship is under way unless
properly relieved by the Master or another Officer. Officers shall maintain a proper watch when
the ship is at anchor.
2. The Officer taking over the watch must be sober, fully alert and when the ship is underway shall
thoroughly familiarize himself with the following by personally checking and confirming:
a) The progress of the ship during the previous watch;
b) The present geographic position of the ship;
c) The present course and speed;
d) The verification of time and course of the course recorder;
e) The general weather condition and forecast;
f) The prevailing visibility;
g) Any navigational aids in sight or shortly to be so;
h) Any navigational dangers or potential danger the ship is required to pass and alterations of
course, both during his watch and for one hour thereafter;
i) The location of other ships relative to his ship's course and speed;
j) Active radio emergencies of warnings affecting mariners;
k) Deck work at locations which would influence a decision to act to ensure the safety of the ship's
personnel;
l) The orders of the Master concerning the navigation of the vessel which are recorded in the
Master's Bridge and Night Standing Order Book and the Passage Plan;
m) If the ship is fitted with an inert gas system, O2 percentage and tank pressure;
n) At 20°°, 24°° and 04°° hours, the Officer shall ensure that the AB/OS on duty carry out a safety
inspection of the accommodation areas (this applies only to ships not equipped with
automatic fire detection system).
Whenever the engine room operation is in the unattended mode, the oncoming watch AB/OS shall
report the result of the steering gear room inspection to the Watchkeeping Officer.
Only when he is satisfied as to these points is he to accept the responsibility of taking over the
watch, and not until then is the Officer being relieved permitted to leave the bridge.
The watch is not to be relieved during a maneuver or course change.
3. The ship is at all times to be navigated in strict compliance with the International Regulations for
Preventing Collisions at Sea and any local regulations relating to navigation. Any necessary action,
such as altering course or reducing speed, especially if the vessel is the give-way vessel under such
regulations, should be positive and taken in sufficient time. The Watchkeeping Officer must leave
other ships with no possible doubt as to his intentions.
4. The position of the ship when under way shall be frequently verified, when in sight of land by shore
bearings, and, if not, by celestial observations. The position obtained shall be checked where
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practicable using the navigational aids with which the ship is equipped.
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The ship's position when at anchor shall be fixed and thereafter checked frequently. Constant
vigilance is to be maintained prior, during and after change of tide to avoid the danger to own ship
and surrounding objects.
5. The gyro steering repeater shall be checked against the master gyro at the commencement of each
watch. The remaining gyro repeaters will then be checked against the gyro steering repeater. A
close check at frequent intervals throughout the watch is to be made between the Standard Compass
and the Gyro Steering Repeater. The Off-Course Alarm, if fitted, is to be in use when the ship is
underway.
The errors of both the Gyro and Standard Compasses shall be ascertained during each watch
whenever conditions permit.
6. The Watchkeeping Officer will observe the course and speed, which have been approved by the
Master. This should not prevent the Watchkeeping Officer from taking the most effective action
that, in his judgement, may be necessary to avoid casualty to the ship or it’s personnel. The Master is
to be notified as soon as possible of the circumstances and the action taken.
The course steered shall be adjusted as specified by the Master for set and leeway to make good
the course laid down.
It is particularly important to document in the Deck Logbook any significant departures from the
ship's course as set by the Master, and/or course changes made in reduced visibility to avoid other
ships, or when faced with emergency conditions.
7. Steering shall be changed from gyro pilot to manual:
• In accordance with Watch types B, C and D;
• In fog or other conditions of reduced visibility;
• In high density traffic zones;
• When navigating close to the shore;
• When in shallow water;
• In any emergency situation; and
• At other times specified by the Master or deemed necessary by the Watchkeeping

Officer.
8. If fog or other conditions of reduced visibility are suspected ahead or close to the ship, the radars
must be switched on and immediate steps taken to proceed at a safe speed such that, on entering
the area of reduced visibility, the ship is capable of being navigated in strict compliance with
the International Regulations for Preventing Collisions at Sea. The Master shall be advised
immediately and his procedures covering reduced visibility conditions implemented.
When in reduced visibility, whether underway or at anchor, the appropriate sound signals are to be
strictly complied with.
9. Even when circumstances permit the Watchkeeping Officer to be the sole lookout, he must
maintain strict compliance with Rule No.5 of the International Regulations for Preventing
Collisions at Sea. This implies anticipation of possible danger, and taking appropriate action in time
to prevent a dangerous situation developing. The Officer must realise that undue reliance on
navigational aids is no substitute for the keeping of a good visual look-out.
10. When the Watchkeeping Officer is the sole look-out he must give primary attention to this
function and he must summon assistance (the AB on watch) to the bridge to relieve him of the
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duty of being a look out under circumstances which may divert his attention.
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When an AB is posted as lookout, he shall not be called upon to perform duties other than those
associated with such a position.
An AB shall be posted as Lookout as required by the Watch Condition which has been set and:
• From sunset to sunrise;
• During reduced visibility;
• When entering or leaving port;
• When traffic is heavy;
• At other times specified by the Master or Watchkeeping Officer.
11. The Master is to be advised immediately of all equipment failures which may be relevant to the
safety of personnel, the ship, or the cargo such as steering gear, engine room, gyro, radar, echo
sounder, satellite navigator, whistle etc.
The Master is to take appropriate action to restore operability to the defective equipment and to
notify Technical Division if assistance is required.
12. A close check shall be kept on the depth of water under the keel. Due consideration is to be given
to reducing the ship’s speed thereby reducing squat when transiting shallow areas so that sufficient
underkeel clearance is maintained.
13. Prior to the end of sea passage, Officers shall familiarize themselves with the local regulations
pertaining to navigation contained in the applicable Sailing Directions. In addition, they should refer
to the Port Entry Checklist, Port Departure Checklist, Master Pilot Information Exchange Card and
Items to be Agreed Between the Master and the Pilot Checklist.
14. At those times when the Master takes over the conn of the ship, he shall clearly indicate this fact to
the Watchkeeping Officer and record the fact in the Chief Officer's Logbook. Until he does so, the
Watchkeeping Officer is to carry out his responsibilities as if the Master were not present. The
Watchkeeping Officer is to be familiar with his duties and responsibilities when the Master is
conning the watch.
15. The presence of the Pilot on the bridge in an advisory capacity in no way reduces the
responsibility of the Watchkeeping Officer to continue navigating.
16. The use of the bridge radio telephones should be confined to the safe navigation of the ship, port
facilities, official business and emergencies.
17. Watchkeeping Officers are to be familiar with their duties in respect to the various Watch
Conditions as set forth in the Section 6, Bridge Organisation, of this Manual.
18. Persons not directly concerned with the immediate navigation of the ship shall not be permitted on
the bridge without the permission of the Master.
19. The Master may add to these Navigational Standing Orders as is necessary.
20. Nothing in these Navigational Standing Orders shall be construed as relieving the Master or any
Officer or Crew Member of his responsibility, as defined by law or governmental regulations, or
from the exercise of sound judgement. The prime consideration in the mind of all must always be the
safety of life and property at sea and the environmental protection.
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5. WORK AND REST, STRESS AND DISTRACTIONS
5.1. Purpose and Scope

Precautions and regulations against fatigue and stress and distraction. The Procedure applies to all
crewmembers.
5.2. Work and Rest

All watchkeeping personnel, bridge and engine room (officers and rating), shall be provided a minimum of
10 hours of rest in any 24-hour period. The hours of rest may be divided into no more than two periods, one
of which shall be at least 6 hours in length. Chief officer is responsible for work and rest hours’ evidence of
the deck watchkeeping personnel and chief engineer is responsible for the engine watchkeeping personnel.
Such evidence should be recorded on form Hours of Rest – For Watchkeeping Personnel (Appendix No. 13).
For all other crewmembers such evidence should be recorded on form Hours of Rest – For Non-
watchkeeping Personnel (Appendix No 14). All the records shall be kept at file P4/4.1 – Work evidence.
Retention time 6 months.
All other personnel and officers and rating when not assigned watchkeeping duty may not be permitted to
work more than 15 hours in any 24-hour period or more than 36 hours in any 72-hour period. The work
includes administrative duties associated with the vessel whether performed onboard the vessel or ashore.
This requirement applies to pilots and mooring masters while in US ports. Should any pilot or mooring
master be in violation of these limitations, the vessel may not proceed and the Master shall immediately
request a replacement Pilot or Mooring Master.
The requirements for rest periods need not be maintained in case of an emergency or drill or in other
overriding operational conditions.
The Master is authorized to stop vessel operations if the rest requirements are not satisfied, to ensure the
safe operation of the vessel.
The watch schedules shall be posted on the bridge.
5.3. Stress and Distractions

Each member of the watch, bridge or engine, should be conscious of the inherent stress and distraction in
watch situations. Stress affects each individual differently. Stress levels may increase or decrease ones
effectiveness in performing his tasks. Watch members need to be aware of how stress affects the other
watch members. Watch tasks may need to be reassigned or changed, depending on the stress levels and the
personnel involved. Tasks that are stressful to one person may not be stressful to another.
Signs of stress include:
• Difficulty in thinking
• Inattention
• Slow reaction
• Procedural violations or skipping procedures
• Muscle aches
• Chills
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• Pale complexion
• Dull or bloodshot eyes

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The inability to deal with distraction and prioritise is often an indication that situational awareness is
braking down. Distractions can be caused by stress, excessive work load, fatigue, emergency
conditions, and all too often inattention to detail. Assigning tasks is one way of not allowing stress and
distractions to disrupt the effectiveness of the watch team.
5.4. References
1. STCW 95 Convention, Chapter VIII, Section A-VIII/1
2. Oil Pollution Act 1990 (OPA '90)
3. Hours of Rest For Watchkeeping Personnel (Appendix No 13)
4. Hours of Rest For Non-watchkeeping Personnel (Appendix No 14)

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6. BRIDGE ORGANIZATION

Bridge organization at sea referring to traffic density and visibility and duties and responsibilities of all
Officers and rating on the watch.
6.2. Bridge Organisation Watch Type

Watch
Type
6.2.1. In Open Waters

A
With clear visibility and regardless of traffic
B
With reduced visibility regardless of traffic
6.2.2. In Restricted Waters

With clear visibility and little or no traffic A
With clear visibility and high density traffic C
With reduced visibility and little or no traffic B
With reduced visibility and high density traffic D
6.2.3. When Entering or Leaving Port

With clear visibility regardless of traffic C
With reduced visibility and little or no traffic B
With reduced visibility and high density traffic D
6.2.4. Whenever Simultaneous High Workload of Navigation and Condition

Avoidance
e.g. Dover or Mallaca/Singapore Straits, etc. D
Watch Conditions are to be set by the Master according to actual or anticipated steaming situation. He will
normally set the Watch Conditions based upon one of the indicated Bridge Organizations, although it is
within the Master's authority to modify the Bridge Organization as he deems necessary for the safe
operation of the vessel.
The Watch Condition set is to be clearly stated and recorded in the Deck Logbook.
Each Watchkeeping Officer must clearly understand the duties he is to perform under each Watch
Condition as specified in paragraphs 6.4, 6.5, 6.6 and 6.7 of this Section.
6.3. Unlicensed Personnel

The responsibilities of the Master and Watchkeeping Officer is in supervising the unlicensed personnel
assigned to watch duties as required by the Watch Condition are described below:
6.3.1. Steering
The Master and Watchkeeping Officer are responsible for ensuring the vessel is safely and efficiently
steered. Only an AB may be assigned the duty of Helmsman and the Watchkeeping Officer must ensure
that when changing Helmsman, a proper handover of the current order is made.
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6.3.2. Look-out
The Master and Watchkeeping Officer are responsible for posting a competent person for the duty of
Lookout as required by the steaming situation.
There may be circumstances when the Watchkeeping Officer may be the sole look-out in daylight
providing that on each such occasion:
• The situation has been carefully assessed and it has been established without doubt that it is safe to
do so.
• Full account has been taken of all relevant factors including, but not limited to:
- state of weather
- visibility
- traffic density
- proximity to danger of navigation
- the attention necessary when navigating in or near traffic separation schemes
• Assistance is immediately available to be summoned to the bridge when any change in the
situation so requires.
6.4. Watch Type A

In situations such as:
• In open waters with clear visibility and regardless of traffic, or
• In restricted waters with clear visibility and little or no traffic.
If not otherwise required by flag state regulations, the watch will normally consist of a Watchkeeping
Officer and AB readily available in the close vicinity of the navigation bridge, and in compliance with the
Rules of the Road. When the Dead Man Alarm System is not installed or not operating, than the
Watchkeeping Officer and AB shall remain in sight of one another. The AB's duties as directed by the
Watchkeeping Officer may be that of Helmsman or Lookout when the Watchkeeping Officer's attention
is diverted to navigation or collision avoidance work. The duties of the Watchkeeping Officer are described
in Section 4, Duties of the Watchkeeping Officers at Sea, of this Manual.
6.5. Watch Type B

• In open waters with reduced visibility and regardless of traffic,
• In restricted waters with reduced visibility and little or no traffic, or
• When entering or leaving port with reduced visibility and little or no traffic.
Supplementary personnel and manual steering are necessary so that the Master, Officer, Helmsman and a
Lookout are on the bridge.
However, after all factors of navigation have been considered, the Master may decide to steer in the
automatic mode during long runs between course changes:
- if it is equally safe and provide more accurate navigation,
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- if flag state and local regulations permit, and
- when steering can be returned to manual operation immediately.
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6.5.1. Master
The Master is in charge of the watch and will co-ordinate and supervise the overall watch organization and
the safe navigation of the vessel.
6.5.2. Watchkeeping Officer

The role of the Watchkeeping Officer is to assist the Master in watchkeeping but primary emphasis should
be placed on radar plots (position and traffic) and collision avoidance. The Master shall be kept fully
informed.
He has to co-ordinate bridge-to-bridge, ship-to-shore and other communications when necessary. Other
duties as prescribed by the Master.
6.6. Watch Type C

• In restricted waters with clear visibility and high density traffic, or
• When entering or leaving port with clear visibility, regardless of traffic.
Supplementary personnel and manual steering are necessary so that the Master, Officer, Helmsman and a
Lookout are on the bridge.
However, after all factors of navigation have been considered, the Master may decide to steer in the
automatic mode during long runs between course changes:
- if it is equally safe and provide more accurate navigation,
- if Flag state and local regulations permit, and
- when steering can be returned to manual operation immediately.
A Helmsman shall be readily available in the close vicinity of the navigational bridge.
6.6.1. Master
The Master is in charge of the watch and will co-ordinate and supervises the overall watch organization and
the safe navigation of the vessel.
6.6.2. Watchkeeping Officer

The role of the Watchkeeping Officer is to assist Master in watchkeeping but primary emphasis should
be placed on navigation and communications. He is responsible for monitoring the depth recording
equipment, radar and other navigational aids as may be directed, and shall provide the Master with
current information on the vessel's position.

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6.7. Watch Type D

In situations involving a simultaneous high workload of navigation and collision avoidance such as:
• In restricted waters with reduced visibility and high density traffic;
• When entering or leaving port with reduced visibility and high density traffic;
• In critical passages where warranted in Master's judgement.
Supplementary personnel and manual steering are necessary so that the Master, two Officers, the
Helmsman and a Lookout are on the bridge.
In this situation, if Flag state and local regulations permit, steering by auto-pilot may be used when in the
Master's judgement it is safe to do so and when the steering can be returned to manual operation
immediately. The Helmsman must be close and standing by.
6.7.1. Master
The Master is in charge of the watch and will co-ordinate and supervise the overall watch
organization and the safe navigation of the vessel.
With this bridge organization, the Master will specify which Officer is to perform radar/collision
avoidance duty and which is to handle navigation/ communications duties.
6.7.2. One Officer

One Officer may, at discretion of the Master, assist the Master by being primarily concerned with
radar/collision avoidance. He will operate the plotting, radar, and keep the Master fully informed of the
traffic conditions and developments.
6.7.3. Other Officer

The other Officer may, at discretion of the Master assist the Master by being primarily concerned with
navigation and communication duties: monitor the ships progress, operating the depth recording
equipment, radar, and other navigational aids as may be directed, and provide the Master with current
information on the vessel's position.
6.8. Automatic Steering/Pilot

Automatic steering shall be used, at the discretion of the Master, in accordance with established safe
practice bearing in mind at all times possibility of sudden failure of the equipment.
The Watchkeeping Officer will ensure that the "off course alarm" is activated whenever operating in the
automatic steering mode.
6.9. Filing
Watch Type is to be entered into Deck Log-Book.
6.10. References
1. Duties of the Watchkeeping Officer at Sea, Section 4.
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7. CHANGE OVER THE WATCH

To define duties of the Officers when changing over the watch.
7.2. Description of Procedure

The Officer taking over the watch must report early enough to ensure that the watch is relieved on time.
He shall not take over the watch until his eyes have become fully accustomed to the prevailing conditions
of light.
The Watchkeeping Officer shall not hand over the watch until he is assured that the relieving Officer
is physically capable and fully understands the conditions as set out in the Bridge and Night Order Book
and Passage Plan. If he is not sure, he must call the Master and report the circumstances.
Changing over the watch shall be carried in accordance with Changing Over the Watch checklist (Appendix
2).
Note:
The watch is not to be relieved during a maneuver of collision avoidance or altering course.
7.3. Filing
The use of Changing Over the Watch Checklist shall be recorded in the book Records of the Actions Carried
Out in Accordance with Checklists - Deck.
7.4. References
1. Navigational Standing Orders, Section 5
2. Bridge and Night Order Book
3. Navigational Planning, Section 9
4. Record of the Actions Carried Out in Accordance with Checklists - Deck
5. Changing Over the Watch checklist
6. Passage Plan checklist
7. Navigation checklist
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8. NAVIGATION PLANNING

To define activities related to navigation planning berth to berth and monitoring of navigation.
NOTE:
While planning navigation, publication Bridge Team Management is to be used.

Prior to departure the Master shall plot down general courses for the entire voyage paying
particular attention to the first 48 hours.
The 2nd Officer shall lay down detailed (actual) courses for at least the first 12 hours commencing with the
departure position and shall complete appropriate columns in the Passage Plan form (see Appendix 3). He
shall subsequently, after consultation with the Master, lay down detailed courses for the next 48 hours at
least in accordance with the general courses laid down by the Master.
When taking over the watch the Officer must study the Plan and confirm its understanding by signature on
Passage Plan Form.
8.3. Information Sources

Chart Catalogue
• Navigational charts
• Ocean Passages for the World
• Routing charts or pilot charts
• Sailing Directions and Pilot Books
• Light Lists
• Tide Tables
• Tidal stream atlases
• Notices to Mariners
• Routing information
• Radio signal information
• Load-line chart
• Distance tables
• Radio and local warnings
• Mariner’s Handbook
• Electronic navigation system information
• Standing orders, plans and manuals
• Draught of vessel
• Personal experience
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8.4. Guidelines for filling in the Passage Plan Form

8.4.1. Sections to be filled in by the 2nd Officer
• Waypoint
• Waypoint is departure, alter-course or arrival geographical position.
• Course
• True course between two waypoints.
• Leg Distance
• Distance between two waypoints.
• Distance till the end of the voyage (Distance to Go)
• The first no. in section shows the total voyage length, and every next number is decreased for the
distance between two waypoints.
• Charts to be used
• Enter the charts necessary for the voyage.
• Publications to be used
• Enter pilots, sailing directions, lights lists, tide tables, etc. to be used for navigation between two
waypoints.
8.4.2. Watchkeeping Officer’s Comments Section

This section should be completed with reasons for diversions from the planned course and anything
directly affecting navigation of the ship, which is not included in the Deck Log Book.
8.4.3. Master’s Comments Section

This section is a part of the Standing Order Book and as such includes the Master's specific
instructions to the Watchkeeping Officers with regard to any circumstances anticipated for the period
of 12 hours ahead. This should include:
• The time when steering is required to be changed from auto to manual steering and vice versa;
• When to change Watch Type;
• Specific times of requiring lookouts;
• Time to call Master - such as the time when the Master intends to take the command of the ship
while entering the port;
• Action to be taken by the Watchkeeping Officer when visibility deteriorates, such as the posting of
lookouts, the sounding of signals, changing to manual steering and calling the Master;
• Estimated speed;
• ETA at next A/C position;
• Position fixing frequency;

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• Time when the Master is to be called if position is not verified.
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8.4.4. Instructions Section

While passage planning, following factors must be taken into consideration and put into the
Passage Plan:
• No-go areas
All areas of the navigation chart where the ship cannot go should be marked (cross-hatched) taking
care not to obliterate important information on the chart (e.g. a navigation mark or a conspicuous
object).
• Margins of safety
Safety margins, i.e. straight lines should be plotted around the no-go areas.
• Distance off
It is necessary to determine a safe distance to pass off dangers.
• Depth of water and draft of vessel
During navigation in areas with reduced depth of water, the “underkeel clearance” (UKC) should
be determined and, if necessary, the speed needs to be reduced in order to reduce squat.
• Course alterations and wheel over
When navigating close to no-go areas the margins of safety may require the ship to commence altering
course even before the intersection of courses in order to achieve the new planned track.
• Parallel indexing
This useful method of monitoring course tendency is to be carried out (with marks on the chart) in
both poor and good visibility. Necessity of this method should be noted in the section
“instructions”.
• Availability of navigational aids
Coastal facilities which could be used must be taken into consideration (lights, buoys, radio signals
etc.) as well as possibility of position fixing by position lines intersection and by other means.
• Daytime/nighttime passing of dangerous points
All the necessary instructions for daytime/nighttime passing near dangerous points should be given.
• Position fixing methods and frequency
Primary and secondary methods of position fixing are to be determined for position fixing in open
sea, in coastal navigation, in narrow passages and/or during navigation with pilot. It is necessary to
establish the required frequency of the position fixing.
• Traffic
Areas where the traffic is heavy, e.g. ferries or fishing boats, should be well noted.
• Compass error
Errors of gyro and magnetic compass should be checked.

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Navigation equipment reliability
Reliability of navigation equipment is to be checked.
• Aborts and Contingencies
Position “point of no return” needs to be drawn on the chart. It is a position beyond which the ship can
only proceed and there is no possibility to return. Emergency (contingency) plan should have been made
for such circumstances already at the planning stage and it must include alternative routes, safe
anchorage’s, emergency berth, waiting areas.
• Underkeel clearance
Depth observation by echo sounder should become one of the routine procedure of the watch.
• Stream / Current allowance
Possible influence of current and/or tidal stream is to be taken into consideration during planning tracks.
• Additional information
Additional information are to be considered, such as IMO routes, weather circumstances –

particularly in areas known for deteriorated visibility, radio navigational warnings, pilot boarding
positions, tug engagement positions etc.
8.5. Filing
All Passage Plan forms shall be kept at file Z4 Voyage Documentation. Retention time is 1 year after the
end of the voyage.
8.6. References
1. Entering or Leaving Port, Section 10
2. Changing over the Watch, Section 8
5. Passage plan checklist
6. Passage Plan Example checklist
7. Navigation checklist
8. Nautical Institute publication Bridge Team Management

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9. ENTERING OR LEAVING A PORT

The planning of arrival to and departure from port, from sea buoy to berth, and from berth to sea buoy.
9.2. Arrival Procedures

9.2.1. Review of Port Information
When planning the following shall be taken into consideration:
• Weather forecast for port area
• Notice to mariners (NAVTEX and broadcasts)
• Navigation publications
• Local regulations and instructions
• Aids to navigation available
• Cautionary notices (from charts, publications, etc.)
• Under keel clearance
• Contingency planning (emergency anchorage when maneuvering in restricted waters)
• Vessel traffic course.
9.2.2. In-Port Passage Navigation Planning

The Master shall prepare in advance the planning of navigation for in-port passage. Careful
consideration must be given to hazards, which may be present and the procedures to be used to avoid
these hazards.
Safety marks such as grounding lines, positions where the ship should start turning, etc. should be
underlined/made conspicuous on the chart.
The purpose of the planning is to enable the Master and the Watchkeeping Officers to monitor the
pilotage, to warn the Master/Pilot if there is any deviation from the plan and, if necessary, to
intervene to avoid an error.
9.2.3. Organization of the Bridge during In-Port Passage

When the ship navigates in pilotage waters, with or without a Pilot, the following instructions should be
applied:
• The Watchkeeping Officer monitors progress against the passage plan and advises the
Master/Pilot.
• The Master selects the type of watch as per section 6, Bridge Organization, of this Manual. Plans
must be made to ensure that the proper Watch Type is in effect at all times and that changes may
be made without confusion.
The Watchkeeping Officer must be aware of the safety limits, which are relevant for the passage being
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carried out: potential turning zones and safety bearings - all data being available as far as possible from
the planning.
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9.2.4. Mooring and Anchoring Plan

A plan for mooring or anchoring should be developed which will provide the necessary information on the
following points:
• Location of the mooring or anchorage.
Note: This should include identifying routine and emergency anchorage to be used in dense fog and
other emergencies, during river transits.
• ETA
• Mooring type arrangement

- Sea berth;
- SPM;
- Pier or sea island;
- Port or starboard side to berth.
• Equipment requirements
- vessel or shore gangways
- hose/arm sizes, numbers, connections
- derrick or boom requirements and loads
- number, type, position of mooring lines,
- heaving lines,
- accommodation ladder requirements,
- winch brake settings.
• Expected number and use of tugs or line handling boats.
• Limitations of berth or anchorage

- water depth
- wave effects on moorings and underkeel clearance
- type sea bottom
- wind effects and necessity to control or minimize freeboard
- shoals or obstructions
- currents
• Requirements for maintaining the watch and engine readiness for the ship maneuvering in an
emergency.
9.2.5. Ship Readiness

The readiness of the ship to enter port should be confirmed sufficiently early to provide an opportunity for
correcting discrepancies prior to entering restricted or congested waters. All items from Port Entry checklist
(Appendix 5) and Port Departure checklist (Appendix 6) shall be checked.
It should be noted that there is a legal requirement to test specific equipment prior to entering the waters
of the United States. Details of the required test are given in 33 CFR 164.25 which is found in the U.S. Coast
Guard Rules and Regulations for Foreign Vessels Operating in the Navigable Waters of the United States
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(CG-515). When the tests are completed, an entry should be made in the Deck or Engine Logbook as
appropriate: Equipment tested in accordance with 33 CFR 164.25.
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The Coast Guard requires reporting of "non-operating" radar, radio navigation receivers,
gyrocompasses, echo depth sounding device or when primary steering gear stops operating properly.
Reports should be made via the port agent to the nearest Captain of the Port, District Commander, or,
if participating in a Vessel Traffic Service, to the Vessel Traffic Center, as soon as possible.
During preparation for entering port, any equipment failures or other problems noted should be brought to
the attention of the Master and steps taken to correct the situation if possible. Certain ports have
requirements to report malfunctioning equipment to the authorities and care should be taken to ensure
these reports are made in accurate and timely fashion.
9.2.6. Master/Pilot Information Exchange Cards

The ship data section of the form Master/Pilot Information Exchange Card (Appendix 7) should be
completed prior to port entry meeting by the designated Officer.
9.2.7. Personnel Requirements

a) Manning Requirements with a Pilot Onboard
Watch Type B,C or D as required by the section 6, Bridge Organization of this Manual should be in force at
least one hour prior to arrival at the pilot station and maintained throughout the period of pilotage unless
changing conditions require a change of Watch Type.
b) Manning Requirements during Mooring Operation
The following manning is recommended whenever a Pilot or Docking Master assumes the conn to
commence a mooring operation. In all cases the Master and Chief Engineer will ensure that the Catering
personnel and the Engine Department personnel assist on deck during mooring operations when
necessary.
It is the Master's responsibility to assign the Officers to man the bridge and mooring stations. The
assignments will depend upon the existing circumstances. In certain situations the Chief Officer can be
assigned to the bridge for purposes of training or experience. However, in more critical situations it may
be necessary to assign the Chief Officer to the forward mooring station.
Bridge Manning
• The Master
• The Officer on the Bridge
• The Helmsman (steer the ship as ordered by the Master or Officer)
Forward Mooring Station
• The Officer in Charge (responsible for the proper execution of orders from the bridge, estimating the
distance from fixed objects, notifying the bridge of any hazardous condition or situation, ensuring
that personnel assigned are properly equipped with personal protective equipment)
• Boatswain (prepare all mooring and anchoring equipment, assist in the mooring operations as
required by the Officer in Charge)
• ABs/OSs
After Mooring Station
• The Officer in Charge (responsible for the proper execution of orders from the bridge, estimating the
distance from fixed objects, ensuring that personnel assigned are properly equipped with
personal protective equipment)
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• ABs/OSs
9.2.8. Manning Requirements for Anchoring

The dropping and weighing of anchors shall be carried out under supervision of an experienced Officer.
Only the Boatswain or an experienced AB may be assigned to control the windlass.
For anchoring see Section 12, Anchoring, of this Manual.
9.2.9. Port Entry Meeting

The Port Entry Meeting should be held sufficiently in advance of arrival to permit a careful review of all
aspects of the planned operations and to allow a reasonable time to correct any deficiencies noted. The
meeting is not required when arriving in a well-known port. However, if any doubt exists, or when new
crew-members join the ship, the meeting should be held.
The following personnel will normally attend the Port Entry Meeting:
• The Master
• The Chief Engineer
• The Chief Officer
• All Officers not on Watch
• The Boatswain
NOTE: The Chief Officer shall brief the other crew-members assigned to mooring of their duties following
the meeting
Subjects to be reviewed during the meeting:

• All available information regarding the port and facilities; The Master’s and Officers’ personal
experience should be used.
• Weather and traffic conditions in the area of the port.
• The Watch Type which will be required for approach and entry, along with the expected watch timing.
• Charts and navigational publications with emphasis on any cautionary notices.
• Latest radio navigation warnings.
• Contingency plans. The Master shall ensure that all Officers understand them.
• The mooring or anchoring plan (if the plan has not been decided by the time the meeting is held, it
must be reviewed with key personnel when available).
• The Port Entry checklist (Appendix 5) in detail; responsible Officers should make reports of the ship's
readiness to enter the port.
• The Master/Pilot Information Exchange Card form (Appendix 7); a list of information to be
requested from the Pilot should be developed as required.
• Anticipated port operations with particular emphasis on the cargo and bunkering plans; safety and
pollution prevention measures must be stressed.
• Communications procedures and required frequencies should be firmly established.
• Assignment of personnel and specific duties.
• Specific persons should be designated to inform those not present at the meeting of the plans and
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duties established.
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9.3. Departure Procedure

9.3.1. Preparation
Preparation for port departure should be commenced as far in advance of departure as is reasonable and
practicable. Reference should be made to the Port Departure checklist (Appendix 6).
9.3.2. Organization and Planning

When the Docking Master or Pilot boards, a brief meeting should be conducted on the bridge with the
Officers. Review should be made of the unmooring sequence, planned use of tugs, emergency situations
and aborting the operation, when prudence dictates.
9.3.3. Navigation in Pilotage Waters

Once the ship is underway, the appropriate Watch Type should be set and the organization and
procedures during the transit to the pilot station will be the same as those, which were followed upon
arrival. Personnel should not be permitted to leave their mooring stations until all equipment is properly
stowed or made ready for sea.
9.3.4. Disembarking a Pilot

See Section 11, Pilotage, of this Manual.
9.4. Filing
The actions carried out in accordance with the Port Entry Checklist and Port Departure Checklist shall be
recorded in the book Records of the Actions Carried Out in Accordance with Checklists - Deck.
9.5. References
1. Navigational Planning, Section 9
2. Pilotage, Section 11
3. Anchoring, Section 12
4. Port Entry checklist
5. Port Departure checklist
6. Master/Pilot Information Exchange Card checklist

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10. PILOTAGE

To define activities of Master and Officers for bridge organization and relation Master-Pilot during boarding
and disembarking Pilot.
A Pilot's presence on the bridge is solely in an advisory capacity and in no way reduces the
responsibility of the Master or the Watchkeeping Officer to continue navigating.
The Master is to discuss with the Pilot all the relevant information and action that the Pilot may advise
for the safe navigation on the ship.
The Officer is responsible for checking the navigation of the ship and provide information to the
Master and/or Pilot regarding traffic in the area and any particular condition or situation which may affect
the safe mooring of the ship.
10.3. Bridge Organisation

When in pilotage waters the following general instructions apply unless otherwise specified by the Master:
• The Navigational Standing Orders applicable to open-sea navigation remain valid pilotage water.
• For any communication related to the navigation or in-port maneuver, the Master and Officers should
endeavor to use the IMO Standard Marine Vocabulary.
• The appropriate Officer, as per the Watch Condition specified in the section 7, Bridge Organization,
shall:
- Operate the engine room telegraph and bridge/engine room communications.
- Monitor the main engine and bow thrusters tachometers.
- Repeat helm orders and check their execution.
- Ensure that both radars are operating.
- Monitor the ship's position and the course being steered (whenever possible).
- Monitor the depth of water under the keel.
10.4. Master/Pilot Relationship

In relation with the Pilot, the Master shall:
• Inform the local Pilot of the ship's characteristics and equipment and any unusual conditions
promptly upon his boarding. The Master/Pilot Information Exchange Card (Appendix 7) must be
completed and handed to the Pilot and discussed with him. The data in the Card should be
discussed with the Pilot.
• Discuss any problems of the ship's forthcoming passage with the Pilot and ascertain his
intended course of action, using the form Items to be Agreed between Master and the Pilot
checklist (Appendix 8).
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• When two Pilots are on duty on the bridge, the Master must determine which Pilot is in charge and
will be issuing instructions.
• Observe and understand all orders given by the Pilot including helm and engine orders, orders given to
tugs, etc. and determine promptly in his own mind, based upon his knowledge of the vessel's
characteristics in closed waters, whether or not the desired results will be obtained.
• Be prepared to call his reservations, if any, on the Pilot's actions to the Pilot's attention
promptly.
• With a Pilot conning in restricted waters, the Master must ensure that the ship's speed is
regulated in time to prevent wave damage to shore areas or to passing tows or small craft, and it is in
compliance with laws or regulations.
• The Master must also ensure that the ship's speed is regulated to reduce squat and maintain
sufficient underkeel clearance when transiting shallow areas.
• The Master is to ensure that his Watchkeeping Officers are capable of acting on his behalf, with a
Pilot, should it be necessary for the Master to be absent from the bridge.
• If the Master has to leave the bridge for a short period, he must ensure that the Pilot knows which
Officer is in charge during his absence.
• When, in the Master's judgement, compliance with the Pilot's instructions or lack of instructions would
jeopardize the safety of the vessel, and the Pilot fails to act on the Master's counsel, it is the Master's
responsibility to countermand the Pilot and to take necessary corrective action. Appropriate entries
must be done in the Deck Logbook.
10.5. Pilot Compliance with Rules

The Master should ensure that the Pilot complies with the Rules of the Road and observe speed
restrictions when navigating rivers and narrow channels, having due regard for all conditions likely to be
encountered en route to the ship's destination.
10.6. Boarding a Pilot

An Officer is to supervise personally the boarding or disembarkation of the Pilot. If Pilots board or depart
by helicopter or boat, life rings, illumination, and other appropriate lifesaving gear are to be available and
ready for use (See ICS publication Guide to Helicopter/Ship Operations).
10.7. Filing
The use of the Items to be Agreed between Master and Pilot Checklist shall be recorded in the book
Records of the Actions Carried Out in Accordance with Checklists - Deck.
The Master/Pilot Information Exchange Card shall be kept at file Z4 Voyage Documentation.
Retention time 1 year.
10.8. References
1. Entering or Leaving Port, Section 10
2. ICS Bridge Procedures Guide (Annex 5, Required Boarding Arrangements for Pilot)
3. ICS publication Guide to Helicopter/Ship Operations

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4. Master/Pilot Information Exchange Card
5. Items to be Agreed between Master and Pilot Checklist

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11. ANCHORING

Description of actions when anchoring and anchor watch.
The dropping and weighing of anchors shall be carried out under the supervision of an experienced Officer.
Only the Boatswain or an experienced AB, may be assigned to control the windlass.
When approaching an anchorage, and during anchoring, the Officer in Charge must ensure that the windlass
controls are continuously manned to enable prompt response to bridge orders.
The Officer in Charge must continuously monitor the direction, scope and strain on the cable during any
anchoring operation and must frequently provide this information to the bridge.
The Officer on the bridge must plot the position of the anchor and the swinging area of the ship.

When the ship is navigating within a port or its approaches both anchors should be prepared unless
prohibited by local regulations.
During anchoring, the Master must ensure that the cable is paid out so as to obtain maximum holding
power for the amount of cable veered.
As soon as an anchor is dropped, the ship's position is to be fixed, the heading noted and the position
of the anchor plotted on the chart.
A circle of the swinging area is to be drawn around the position of the anchor taking into account the
length of the ship and the amount of cable used.
The position of the anchor and the amount of cable played out is to be entered in the Deck Log Book.
An inspection of the swing area, both on the chart and around the vessel is to be made to ensure that
there are no hazards or shoals present within the swing area.
When anchoring use Anchoring checklist (Appendix 9).
11.4. Normal Watch Requirements at Anchor

While at anchor, the Master shall ensure that an Officer on the bridge and two AB/OS on deck
maintain an anchor watch. If circumstances require, the Watchkeeping Officer may summon one AB to
the bridge.
The Master shall provide written instructions on the Bridge and the Night Order Book to the Watchkeeping
Officer concerning requirements for safeguarding the ship at anchor. These requirements must include the
frequency of fixing the ship's position and the required level of engine readiness. The Engine Department
must also be aware of his requirements.
The Master should pay particular attention to the possibility of the vessel being held crosswise to the
current by the wind and the potential for dragging the anchor when this happens. The Master should
consider having the forecastle manned to monitor the cable.
EXERCISES
BRIDGE PROCEDURES
The position of the ship must be frequently checked and marked on the chart.
EXERCISES
BRIDGE PROCEDURES
The activity of other ships, the turn of the tide and the ship's swing about the anchor must be carefully
monitored.
11.5. Filing
The use of the Anchoring checklist shall be recorded in the book Records of the Actions Carried Out in
Accordance with Checklists - Deck.
11.6. References
1. Anchoring checklist
EXERCISES
BRIDGE PROCEDURES
12. NAVIGATION IN RESTRICTED VISIBILITY

To define actions in restricted visibility: diminishing or deteriorated visibility or suddenly reduced visibility.
12.2. Procedure
The Watchkeeping Officer must follow the actions stated in the Restricted Visibility checklist (Appendix 10).
The Master must ensure that all Officers fully understand the procedure,s which he has established.
12.3. Filing
The use of the Restricted Visibility checklist shall be recorded in the book Records of the Actions Carried
Out in Accordance with Checklists - Deck.
12.4. References
2. Bridge and Night Order Book
3. International Regulations for Preventing Collisions at Sea, 1972
4. Restricted Visibility checklist

EXERCISES
BRIDGE PROCEDURES
13. NAVIGATION IN HEAVY WEATHER CONDITIONS

To define activities of navigation in heavy weather or tropical storms conditions.
13.2. Procedure
The Watchkeeping Officer must be alert to changes in the weather or the sea state, which may create a
hazard to personnel, the ship, the equipment or the cargo.
When approaching heavy weather he shall follow the Heavy Weather and Tropical Storm checklist (Appendix
11).
13.3. Filing
The use of the Heavy Weather and Tropical Storm checklist shall be recorded in the book Records of the
Actions Carried Out in Accordance with Checklists - Deck.
13.4. References
1. Heavy Weather and Tropical Storm Navigation checklist
EXERCISES
BRIDGE PROCEDURES
14. NAVIGATION IN ICE

To define activities related to navigation in or near ice.

The Master should avoid, wherever possible, any area known to be affected by ice, until and unless he has
received specific instructions from MST.
The Watchkeeping Officer must be alert to changes in the weather or the sea state which may create
a hazard to personnel, the ship, it’s equipment or the cargo.
It must be remembered that ice is not a good reflector of radio waves and therefore radar is not
reliable for indicating the presence of ice.
When navigating in areas of extremely low temperatures the formation of ice on the exposed hull and
superstructure may be expected. Therefore and under these circumstances, the Master shall make due
stability allowance for this additional weight.
When navigating in ice the Navigation in Ice checklist shall be followed (Appendix 12).
14.3. Filing
The use of the Navigation in Ice checklist shall be recorded in the book Records of the Actions Carried Out
in Accordance with Checklists - Deck.
14.4. References
1. Navigation in Ice checklist
EXERCISES
BRIDGE PROCEDURES
15. DECK LOG BOOK ENTRIES
Subject in the following table, given in alphabetical order, shall be recorded in the Deck Logbook. The
subjects which are already part of the Logbook, such as wind direction and force, sea-state, magnetic
variation, etc. are not given in the table. The Master may enter other subjects if he wishes so.
Subject
Accident and incidents
Accommodations, inspections
Anchoring
Anchor position and length of the paid out cable
Assistance, given/received Ballasting/Deballasting
***
Bilge, test of alarm
Cargo care
Cargo loading/discharging, interruption due to

weather condition
Cargo, ventilation of cargo holds
Clocks advancing/retarding Course,
significant departure from Damaged
cargo, loading of Dangerous cargoes
Death, cause and subsequently taken actions
Departure from cargo loading plan Desertions
Discipline, breach of
Disciplinary actions
Distress messages
Doors, watertight Draft
***
Drills
Emergency situations Engine
room notification
Equipment and installation test, prior to loading/

EXERCISES
BRIDGE PROCEDURES
discharging of cargo
Equipment test, prior to entry/departure
Gas-free certificate, receiving
Health protection Heavy
weather damage
Heavy weather, precautions against
Inerting
*** Link has been made to bulk carrier cargo procedures for reference, only.
For other ship types use adequate procedures.

EXERCISES
BRIDGE PROCEDURES
Subject
Jettisoning of cargo Life
boats, lowering
Maintenance works, daily and general
Manoeuvering, anchoring, arrival to/departure from the

port
Master taking/returning the conn
Masters, change of command Medical
advises
Nitrogen blanketing
O2 concentration checks Oil
slick sightings Patrols and
inspections
Pilot, boarding/disembarking
Pilot, jeopardising the safety of the ship Port
operations
Preloading/discharging meeting ***
Steering gear, main, auxiliary - test
Stevedore damages
Stowaway and contraband search Terrorism
and piracy, preventive actions Training
Tugs, fasting/letting go
Unattended engine room, mode of operation Unusual
circumstances
Readiness for loading/discharging cargo
USCG Regulation 33 CFR Watch
condition/type
*** Link has been made to bulk carrier cargo procedures for reference, only.
For other ship types use adequate procedures.

EXERCISES
BRIDGE PROCEDURES
16. UNDER KEEL CLEARANCE

To define activities related to under keel calculation in to prevent SQUAT effect.
16.2. Definitions
• UKC – the distance between the deepest part of the ship and the highest part of the adjacent sea
bed.
• Static UKC – the UKC when the ship is stationary in the water.
• Dynamic UKC – the UKC when the ship is moving relative to the surrounding water.
16.3. Policy
Company Management considers IHHW to be an adequate STATIC UKC. At
no time is the DYNAMIC UKC to be less than 3 IHHW.

• The Master is to calculate the deepest navigational draught taking into account all factors such as
expected sea conditions, density, squat for anticipated speeds, sag, list, rolling etc.
• The Master is to ascertain the anticipated available depth at all points on the intended route, giving
due attention to charted depths, tides, currents, weather conditions, seasonal factors, and
navigational warnings etc.
• The utmost consideration should be given to ensuring the safe transit of the vessel bearing in mind
any effects on vessel’s steering ability, maneuvering characteristics etc. which may be present in
restricted waters.
• The Master is to contact appropriate management office if he is in any doubt about the above prior
to entering or leaving a port.
• The anticipated UKC and airdraft should be discussed with the pilot as part of the passage planing.
• The allowance for squat should determined by reference to calculations in association with the ship’s
squat curves or by use of a suitable calculation program.
Masters and navigating officers should remember that the squat of the vessel is an approximation of
additional immersion based on vessel’s draught, speed, block coefficient, width and shape of the channel
and depth available. Any calculation made for squat is approximate and for guidance only due to the
inherent inaccuracy of information concerning factors that effect it. Great caution and judgement should
be exercised in applying all information available to ensure a safe passage for crew, vessel, cargo and the
environment.
Any UKC required by local or port regulations will take precedence provided that is not less than the UKC
required by this policy.
EXERCISES
BRIDGE PROCEDURES
16.5. Squat Calculations

• The following criteria and formulae should be used for squat calculation purposes.
• The Blockage Factor S=bxd/BxH
d = static even keel draft b
= moulded breadth
B = breadth if waterway
H = total depth of waterway
Vessel is in Confined waters when S => 0.10 Vessel is in
open waters when H/d =>1.20
2
V xCb In Meters
For Confined Waters Squat =
50
2
V xCb In Meters
For Open Waters Squat =
100
Cb = Block coefficient (from vessel hidrostatic tables).

EXERCISES
BRIDGE PROCEDURES
Mean value for tankers = 0.80 and for bulk carrieres = 0.70.
EXERCISES
BRIDGE PROCEDURES
17. MASTER’S STANDING ORDERS
These orders compliment those contained in:
1. Owners / Operators Rules and Regulations.
2. International Chamber of Shipping Bridge Procedures Guide
They should be read and signed by all new Deck Officers on first joining the ship. Your signature signifies
that you agree to abide with these orders.
17.1. Bridge and Navigational Procedures
17.2. Calling the Master

Never be afraid of hesitating in calling me. I would always rather be called sooner rather than later. The
following are just some of the occasions on which I must be called:
a) If visibility deteriorates to an unsafe distance. As guidance this may be as much as 4 miles in

congested waters or in areas of difficult coastal navigation, but as little as 2 miles in open sea.
b) If the movement / navigation of other shipping is causing concern.
c) If difficulty is experienced maintaining the vessels charted course due to heavy traffic, weather, sea
conditions or any other reason.
d) On failure to raise landfall, or navigation mark or sounding at the expected time.
e) If either land, navigation mark or shallow sounding is encountered unexpectedly.
f) If engines, steering gear or any essential navigational equipment fails.
g) If in any doubt about possible damage due to weather conditions.
17.3. Use of Navigational Equipment / Electronic Aids

Full use is to made of all navigational equipment, but bear in mind at all times the limitations and risks
associated with such equipment. The Master should be informed of any malfunction of the radar in
order that repairs can be carried out in port.
Sea Passage
The entire passage from berth to berth shall be planned in advance, as described in Navigational Manual.
17.3.1. Bridge Watches
UNDER NO CIRCUMSTANCES THE OFFICER SHALL LEAVE THE BRIDGE

UNTIL HE IS RELIEVED
The Officer of the Watch is responsible for keeping a continuous and alert lookout at all times and must
either personally undertake this responsibility or, if otherwise engaged on navigational duties for example,
ensure that the bridge watch-keeping Sailor is keeping lookout. The sailor should be encouraged to keep his
visual lookout from the bridge wing.
EXERCISES
BRIDGE PROCEDURES
At times when I am present on the Bridge, the Officer of the Watch continues to be responsible for the
safety of navigation until such time as I specifically instruct the Officer that I am taking over the
responsibility.
EXERCISES
BRIDGE PROCEDURES
In order to keep an efficient watch the Officer of the Watch should ensure the following:
• An alert all round visual and listening watch is maintained so as to be fully aware of the current
situation, including the presence of other shipping, visibility and landmarks in the vicinity.
• Close observation of the movement and bearing of other vessels. Never forget that observing the
compass bearing of another vessel remains one of the most reliable ways of ascertaining if another
vessel is on a collision course.
• Identification of all shore and ship lights.
• Close monitoring that the course on the chart is being maintained such monitoring to be by more
than one method to guard against error resulting from the failure of a single piece of navigational
equipment.
• Observation of radar and, in restricted waters, echo sounder.
• Observation of changes in weather and visibility.
Duties of Watch-keeping Officer
The Officer of the Watch shall, while ensuring that an efficient lookout is being kept, carry out the following:
The gyro compass error to be frequently checked, at lest twice a day when conditions permit and in
particular after every substantial change of course. Bear in mind that transit bearings are frequently the
easiest and quickest method of checking the gyro. The error is to be recorded in the Compass Error Book.
In addition to (a) the gyro compass is to be frequently compared throughout the watch with the magnetic
compass.
The Watchkeeping Officer and Duty Engineer Officer are responsible for safety patrols during evening
hours whilst at sea or at anchor. When the vessel is at sea, at 20°°, 24°° and 04°° hours, A.B./O.S. coming
to watch shall make safety rounds of the accommodation. This refers to ships not equipped with automatic
fire detection system (Described in Safety and Environmental Protection Manual Section 15). It is the duty
of the Officer of the Watch to ensure that the vessel is battened down against bad weather and,
regardless of weather.
Position Fixing
During coastal navigation positions shall be taken at least every 30 minutes (position-fixing intervals should
not be greater than ½ of time necessary that vessel reach shallow waters or land). In restricted waters
every 15 minutes or even more frequently dependent of the circumstances.
Always keeping on mind previous rule. Every effort shall be made to identify coastal features visually when
possible or by the radar when not visible. Visual bearings of positively identified fixed objects crossed with
radar ranges are the most reliable method of position fixing.
Never rely solely on a single item of navigational equipment, such as GPS for example, for position fixing but
always cross check with alternative method.
Parallel indexing should be used whenever circumstances permit whilst coasting as this provides a
continuos and accurate check on the vessels track.
Course Alterations
Before any alterations of course:
The position and movement of other vessel must be taken into account to avoid a close quarter situation. If
in doubt call The Master.
EXERCISES
BRIDGE PROCEDURES
The new course should be checked before altering course to make sure it is correct and keeps the vessel
clear of all charted hazards.
EXERCISES
BRIDGE PROCEDURES
A full 360° visual check is to be carried out with special attention to that side to which the vessel is turning.
The Officer of the Watch is to familiarize himself with notes on the chart, with the passage plan and
information in the relevant pilot book of any current or tidal effects likely to be encountered on the new
course.
After altering course:
The magnetic and gyro courses are to be compared and noted in the logbook.
A position is to be inserted on the chart to ensure that the vessel is on the new course line. If
possible obtain a gyro error for the new heading.
Collision Avoidance
THE OFFICER OF THE WATCH MUST AT ALL TIMES COMPLY WITH THE
INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA
Any vessel detected on radar must be visually detected and identified as soon as visibility permits. Radar
plotting should commence as soon as a vessel is detected on the radar.
All actions to avoid a collision must be positive so as to leave the approaching vessel in no doubt as to your
intentions.
In unrestricted waters any alterations of course to avoid collision must be carried out at an early stage,
preferably when possible at a distance of not less than 5 miles
In unrestricted waters any alteration must be as early as is prudent taking into account the prevailing
situation.
Before any alteration of course a full 360° visual check is to be carried out, especially on the quarters and
stern.
When on a collision course or in a close quarter situation and Own Vessel is the “stand on” vessel then a
close watch must be kept on the other vessel. If the other vessel gets close enough to cause concern with
showing any intention to alter course then Call The Master and attempt to contact the other vessel on VHF
to clarify the situation. If the situation is becoming critical do not hesitate to use engines to adjust speed. In
any event the Officer of the Watch is to take such action as is deemed necessary to avoid a collision. Always
bear in mind that taking a round turn out of the vessel may be the best method of avoiding collision. Even if
the Master has been called do not wait of the Master appearing to take avoiding action.
If there is any doubt about the intentions of an approaching vessel, or any

intended course alteration is hindered by other traffic
CALL THE MASTER.
Duties of Officer of the Watch whilst vessel is under Pilotage
Having a Pilot on board does not relieve the Officer of the Watch of his responsibility for the safe navigation
of the vessel. In particular, the Officer of the Watch should continue to plot the vessels position at frequent
intervals. The vessels track should coincide with the passage plan agreed with the Master and discussed with
the Pilot and if there is any deviation to this plan causing the Officer of the Watch any doubt, then this doubt
must be relayed to the Pilot and to the Master immediately and with urgency.
EXERCISES
BRIDGE PROCEDURES
The Officer of the Watch should also be aware of other traffic in the vicinity and bring the attention of the
Pilot to any traffic which he considers could develop into a dangerous close quarter situation.
If the Officer of the Watch is at all in doubt about the actions of the Pilot either to do with navigation or
with other traffic then he should express such doubt with the Pilot and if not satisfied with the Pilots
response he should immediately notify the Master. If particularly concerned the Master should be
informed of the situation before the Pilot.
Parallel indexing is a particularly important tool to ensure safe navigation and it is to be encouraged and
utilized whenever possible to ensure that the vessel is maintaining the required track in restricted waters.
Changing Over The Watch
If an alteration of course of collision avoidance maneuver is taking place, or planned, at the time the watch
is to be changed then handover should be delayed until the maneuver is completed.
The relieving officer shall first read the Masters Night Orders and any Navigational Warnings for the area the
vessel is in. All NAVTEX messages should be read and if referring to the vessels trading area they should be
noted and if necessary put on the chart in pencil with short note and date.
The Officer of the Watch must not hand over the watch if the relieving Officer
does not appear to be in a fit state to take over the watch, whether it is due to
tiredness or suspected abuse of drugs or alcohol for example. On such an
occasion the Master must be called.
The officer being relieved shall pass the following information to the relieving Officer:
• Position, course and speed
• Gyro and magnetic compass error
• Identification of coastal navigation features / hazards likely to be encountered on watch
• Any navigational course alterations that will occur on the forthcoming watch
• Present weather and visibility
• Any malfunction of bridge equipment
• Movements of other traffic in the vicinity and the effect on own ship relating to collision course, etc.
Anchor Watch
A deck officer must be on the bridge at all times when the vessel is at anchor. The Officer shall:
Ensure that the correct lights and shapes are exhibited and that the correct sound signals are made when
visibility is restricted.
Ensure that an efficient lookout is maintained. Even though the vessel is at anchor the Officer of the Watch
should be aware of the movement of other vessels around him. If the Officer considers that another vessel
has anchored too close, or is dragging anchor towards own vessel, then place engines on Stand-By and
call the Master urgently.
Check the vessel’s position at frequent intervals, particularly at change of tide and when there is an increase
in wind speed, to ensure vessel is not dragging the anchor.
EXERCISES
BRIDGE PROCEDURES
If the Officer of the Watch suspects that the vessel is dragging its anchor he shall :
• Call the Master
• Put main engines on Stand-By
• Call Bos`n and another Deck Officer to stand by for`d to assist Officer of the Watch handle the anchor.
• Continue to monitor the vessels position and plot any movement on the chart
• Observe wind, sea and tidal conditions. The Officer of the Watch should be aware of the time of
turning of the tide and the times of tides greatest strength, and be particularly vigilant at these times.
If the weather deteriorates markedly the Master must be informed.
In Port
There will be at least one man on duty on the maindeck at all times whilst in port.
It is the duty of the Officer of the Watch to ensure the safe access is maintained onto the vessel at all times.
A safety net should be rigged beneath the gangway. Any oil on the deck at the access point should be
cleaned up an/or spread with sawdust.
The Officer of the Watch shall ensure that all visitors are met as they board the vessel and identified for
security reasons. When necessary, and if the work load permits, visitor should be escorted along the main
deck and to their required destination.
The Officer of the Watch shall ensure that all personnel working on deck are wearing adequate safety
clothing, to include safety helmet, safety shoes and boiler suit.
Mooring should be frequently checked and adjusted when necessary to ensure that the vessel remains
moored safely alongside the berth at all times. If for any reason the vessel starts to move off the berth
then:
• Stop cargo and alert shore to prepare to disconnect hoses. Shut down ships cargo system
• Put engines on Stand-By for immediate use
• Call Master
• Call all hands to emergency “Stand-By Fore and Aft”
• Make power available to mooring winches / windlass, etc.
Embarking and Disembarking a Pilot
When embarking or disembarking a Pilot the following shall always apply: - A Deck
Officer shall always be on deck in charge of the operation
He shall always personally check that the Pilot ladder, when rigged, is safely secured and in good condition.
The pilot ladder shall be rigged with man ropes
A lifebuoy, with light and lifeline shall be positioned at the pilot ladder He
shall be equipped with a portable radio
A Deck Rating shall also be in attendance
At night there should be adequate deck lighting

EXERCISES
BRIDGE PROCEDURES
Kindly sign below to signify your agreement with the foregoing.
Ship’s
name: Date: ………………………
Chief
Mate ………………………
nd
2 Officer ……………………….
rd
3 Officer ..............................…
Master ………………………
EXERCISES
BRIDGE PROCEDURES
18. . APPENDICES
1. Periodical Check of Instruments and Equipment
2. Changing Over the Watch
3. Passage Plan
4. Navigation
5. Port Entry
6. Port Departure
7. Master/Pilot information Exchange Card
8. Items to be Agreed Between Master and Pilot
9. Anchoring
10. Navigation in Restricted Visibility
11. Heavy Weather and Tropical Storm Navigation
12. Navigation in Ice
13. Hours of Rest for watchkeeping personnel
14. Hours of Rest for non-watchkeeping personnel
15. Familiarization with Bridge Equipment

BRIDGE PROCEDURES
ANCHORING
Anchorage: Date:
A Preparation
1. Prepare anchoring plan (taking into account direction/strength of wind and current, tidal stream
when maneuvering at low speed, adequate sea room particularly to seaward)
2. Inform the engine room
3. Station personnel on the forecastle
4. Prepare both anchors for letting go
5. Prepare lights/shapes
6. Check whistle
B After Anchoring
1. Fix position
2. Note heading and position of the anchor on the chart
3. Enter in the Deck Log Book time, position of anchoring and amount of cable paid out
4. Establish anchor watch
5. Check anchor position
6. If weather deteriorates inform Master and engine room
7. Record ship's swing on the chart
Officer: Master:
Issue: 01.06.2003 ISM Code – ISO 9001:2000 Page 1 of 1
 The use of the checklist shall be recorded in the book Records of the Actions Carried Out in Accordance with
Checklists - Deck.
BRIDGE PROCEDURES
CHANGING OVER THE WATCH
Watch: Date:
A Handing over the Watch

1. Are all members of the relieving watch capable of carrying their duties?
2. Required entries made in Deck Log Book.
3. Report by incoming AB/OS on safety inspection in accommodation area.
4. Report by incoming AB/OS on inspection on steering gear compartment.
5. Proper hand-over of current orders by changing helmsmen.
B Taking over the Watch - Check:
1. Passage planning
2. Navigational checklist
3. Bridge Order Book
4. Deck Log Book
5. The progress of ship during previous watch
6. The present geographic position of the ship
7. The present course and speed
8. The general weather condition and forecast
9. The prevailing visibility
10. Prevailing/predicting tides and currents
11. Any navigational aids in sight or shortly to be so
12. Navigational dangers or potential danger the ship is required to pass
13. Alternation of courses
14. The location of other ships relative to the ship's course and speed
15. Navigational warnings
16. Operational condition of all navigational equipment
17. Possible effect on any heel, trim, squat on underkeel clearance
18. Deck work at locations affecting the safety of the crew
Officer: Master:
Checklists - Deck.
BRIDGE PROCEDURES
FAMILIARIZATION WITH BRIDGE EQUIPMENT
VESSEL: PORT: DATE:
The Signing-On (rank): Full name: Embarked on:
Following by (rank): Full name:
Has the operation of the following equipment been studied and fully understood? Yes No N/A
Bridge and deck lighting
Emergency arrangements in the event of main power failure
Navigation and signal lights, including
searchlights, signaling lamp, morse light
Sound signaling apparatus, including
whistles
fog bell and gong system
Safety equipment, including
LSA equipment including pyrotechnics
bridge fire detection panel
general and fire alarm signaling arrangements
emergency pump, ventilation and water tight door controls
Internal ship communications facilities, including
portable radios
emergency “batteryless” phone system
public address system
External communications equipment, including
VHF and GMDSS equipment
Alarm systems on bridge
Echo sounder
Electronic navigational position fixing systems
Gyro compass/repeaters
Magnetic compass
Off-course alarm
Radar including ARPA
Speed/distance recorder
Engine and thrusters controls
Steering gear, including manual, auto pilot and emergency changeover and testing
arrangements
Automatic track-keeping system, if fitted
Electronic Chart System, if fitted

BRIDGE PROCEDURES
FAMILIARIZATION WITH BRIDGE EQUIPMENT
Has the operation of the following equipment been studied and fully understood? Yes No N/A
Integrated Bridge System functions, if fitted
Location and operation of ancillary bridge equipment (e.g. binoculars, signaling flags,
meteorological equipment)?
Stowage of chart and hydrographic publications?
Master’s Standing Orders?
Operation of Weather Fascimile (if available), NAVTEX?
Location and test of Radar Transponders and EPIRB
Other checks:
Master: Briefing Officer: Signing-On Officer:
NOTE:
 The present familiarization must be carried out prior sailing.
 The present checklist must be kept in vessel’s file Z 11 and kept for minimum 2
years.

BRIDGE PROCEDURES
HEAVY WEATHER AND TROPICAL STORM NAVIGATION
Date:
1. Inform Master, engine room, crew

2. Warn crew to avoid upper deck areas made dangerous by the weather
3. Change to manual steering, if necessary
4. Check lashing/secure movable objects on deck and below deck
5. Secure watertight doors, ports and deadlights
6. Adjust course and speed as necessary
7. Rig safety lines/man ropes where needed
8. Check regularly meteorological instruments
9. Monitor weather reports
10. Transmit weather reports/tropical storm danger messages to the stations in the area
(SOLAS 74,Chapter V, Regulation 2(a))
Officer: Master:
Checklists - Deck.
BRIDGE PROCEDURES
ITEMS TO BE AGREED BETWEEN MASTER AND PILOT
Port: Date:
A Navigation Advice to Pilot

1. Ship's heading, speed, RPM (speed increasing/decreasing)
2. Distance off/bearing nearest appropriate navigation aid or landmark
3. ETA at next course change position; next course/heading
4. Point out converging and close-by traffic
5. Depth of water under the ship
6. Any other items
B Reach Agreement on Underway Procedures
1. Maneuvers for narrows, bends, turns, etc.
2. Courses/headings, distance off danger areas, maximum speed
3. Restrictions: day versus night movement/berthing
4. Tide and current conditions not applicable
5. Minimum acceptable visibility at any point
6. Use of anchor (planned, emergency)
7. Location for emergency anchorage (fog)
8. Maneuvers not requiring tugs
9. Maneuvers requiring tugs
10. Number of tugs required to be secured (and when)
11. Source of tug securing lines: ship or tug
12. Push/pull power of required tugs
13. Communication procedures between ship and tugs
14. Place of tugs alongside
15. Crew standby requirements - numbers available and stations
16. Expected time ship has to arrive at berth/turning basin at high/low/slack water - average
speed to this position
17. Any other items
C Reach Agreement on Mooring/Unmooring Procedures
1. Maximum acceptable wind force and direction
2. Unmooring procedures without tugs in event of emergency
3. Sequence of running out/retrieving lines/wires
4. Mooring lines to be run out by launch and time to run lines
5. Provisions for dock linesmen
6. Determine which side to
7. Fire wires required
8. Any other items
Remarks: Master:
Checklists - Deck.
BRIDGE PROCEDURES
MASTER/PILOT INFORMATION EXCHANGE CARD
M/V Date
Port Call Sign Year of Built
GRT NRT Deadweight
Draft Fwd: Draft Aft: Draft Mid:
SHIP'S PARTICULARS
LOA m Anchor Chain: P shackles STBD shackles
Breadth m Stern shackles
Bulbous bow: yes no (1 shackle = m/ fathoms)
ENGINE DATA
Type of engine Maximum power kW ( BHP)
Maneuvering engine order rpm/pitch Speed (knots)
Loaded Ballast
Full ahead
Half ahead
Slow ahead
Dead slow ahead
Dead slow astern Time limit astern min
Slow astern Full ahead to full astern s
Half astern Max.no.of consec. starts
Full astern Minimum rpm knots
Astern power % ahead
STEERING PARTICULARS
Type of rudder Maximum angle o
Hard-over to hard-over s
Rudder angle for neutral effect o
Thruster: Bow kW ( HP) Stern kW ( HP)
 Filled form to be kept at folder Z4 folder.

BRIDGE PROCEDURES
MASTER/PILOT INFORMATION EXCHANGE CARD
CHECKED IF ABOARD AND READY

Anchors Indicators:
Whistle Rudder
Radar 3cm 10 cm Rpm/pitch
ARPA Rate of turn
Speed log Doppler yes/no Compass system
Water speed Constant gyro error ± o
Ground speed VHF

Dual-axis Electronic position fixing system
Engine telegraphs Type:
Steering gear
Number of power units operating
Other information:
Checked by:
Rank and Signature
TO BE ENTERED BY THE PILOT

Tug Position Mooring Arrangement
Number Using: Number of lines:
BHP/kW own wire ship's wire Sequence:
Pilot______________________________________ Master_______________________________________
 This form to be kept at file Z4 Voyage Documentation. Retention time 1 year.
 Filled form to be kept at folder Z4 folder.

BRIDGE PROCEDURES
NAVIGATION IN ICE
Date:
1. Inform Master, engine room, and crew.

2. Shut all watertight doors, as appropriate.
3. Adjust speed, as appropriate.
4. Post lookout if necessary.
5. Pump out all fresh water ballast and refill with salt water. Pay attention to stability and
stress factors during this operation.
6. Drain off steam-operated capstan, windlasses, etc., and if not possible run them
continuously.
7. Run hydraulic equipment on deck continuously to keep oil warm.
8. Drain of water wing tanks, deck mains and window washing lines.
9. Drain and blow with compressed air heating coils not in use.
10. Keep circulating cooling water.
11. Engine room is to be continuously manned in case of ice blockage in the cooling
systems. Add antifreeze, in correct concentration, to the cooling systems of all water-
cooled emergency equipment (emergency generator, fire pumps, etc.)
12. Raise Pitot tube.
13. Keep constantly running radar antennas.
14. Take care of electric motors where fans blow directly onto.
15. Protect lifeboat fresh water supplies as far as possible.
16. Monitor ice advisory service broadcast.
17. Transmit danger messages in accordance with (SOLAS 74,Chapter V, Regulation 2(a)).
Officer: Master:
Checklists - Deck.
BRIDGE PROCEDURES
NAVIGATION
Date:
1. Checks have all charts and publications to be used are corrected up to date.
2. Check whether all courses plotted safely pass coastlines.
3. Check weather condition and forecast.
4. Check the local radio stations available information for the area the ship is navigating
into.
5. Check prevailing tides and currents.
6. Calculate tide and currents' effect on the ship.
7. Think of ship's draught.
8. Take into consideration effect of squat on underkeel clearance in shallow water.
9. Check position as prescribed in Passage Plan.
10. Check gyro/magnetic compass errors.
11. Take with caution the position on floating navigational aids.
12. Take into consideration the possibility of the presence of small vessels without lights
and nights.
13. Plot and monitor all dangerously moving targets.
14. Apply strictly the rules concerning the navigation within or near Traffic Lanes/Traffic
Separation Schemes
15. Is participation in area reporting systems recommended?
Officer: Master:
Checklists - Deck.
BRIDGE PROCEDURES
PASSAGE PLAN - EXAMPLE
M/V VIR
From: PANAMA CANAL Date: 23.05.96 Voyage No.: 5/96

LAT: 080 22' N LONG: 0790 31' W Dep. 1030 hours
GMT
To: VANCUVER Local time ofsett : +5
GMT
LAT: 480 22' N LONG: 1230 23' W Dest.time ofsett: +7
GMT
Range 4007 ETA time: 0815 hours
miles GMT
Running time: 285.7 hours 14.0 kn ETA date: 05.06.96
GMT
Departure draft: F 10.5 m A 11.8 m Changes in draft: F 10.3 m A 11.2 m
Way Point Waypoints Latitude Longitude Course Range Dist.

No.
1 Pilot St. 080 53.0' N 0790 31.1 W 142.4 - 4000.7
2 080 49.0' N 0790 28.0 W 198.0 5.1 3995.6
3 070 20.0' N 0790 37.3 W 245.0 93.6 3902.0
4 Murro Pue. 070 06.0' N 0800 26.0 W 270.0 32.0 3870.0
5 Jicarita I. 070 06.5' N 0810 54.0 W 297.1 87.3 3782.7
6 California 200 00.0' N 1070 45.0 W 316.6 1700.1 2082.6
G.
7 C.San 240 40.0' N 1120 30.0 W 316.6 385.6 1697.0
Lazaro
8 280 00.0' N 1160 00.0 W 326.2 275.3 1421.7
9 S.Miguel Is. 340 00.0' N 1200 40.0 W 330.4 433.2 988.5
10 J.de Fuka b. 480 28.0' N 1240 43.7 W 116.0 925.9 62.6
11 Sea b. VG 480 15.3' N 1230 27.0 W 021.7 55.4 7.2
12 Victoria Pilot 480 22.0' N 1230 23.0 W - 7.2 0
Charts to be used: BA 4051, 4801, 1299, 1300, 1929, 1928, 2145, 687, 1051, 1053, 2323, 2324, 3056, 2530,
2531
2940, 75, 76, 77, 78, 79, 925, 922
Publications to be used:
Pilot book 8 Pacific Coast of Central America & US Pilot, List of Lights and Fog Signals Western Side of S
Atlantic Ocean and E Pacific Ocean
Watchkeeping Officer's Comments:
Master's Comments:
Signatures: 3rd Officer 2nd Officer Chief Officer Master

BRIDGE PROCEDURES
PASSAGE PLAN - EXAMPLE
Instructions:
On chart 1299
Pilot disembarks at Pacific Fairway Buoy No.42, while steering course 1420. Transfer to chart 1300. When Pacific Sea
Buoy is broad on port beam, distance 1.5 cable, check depth 20 m.
On chart 1300
Charted course 1420 parallel indexing Tabogulla Is W/A dist. 2.2'. Alternate course when lighthouse ∅2700, distance 2.7'
off, to 1980. Parallel indexing to Bona Island distance 2.4'.
etc.
 The present form must be kept in ship’s file Z4 and kept for minimum 5 years.

BRIDGE PROCEDURES
PERIODICAL CHECK OF INSTRUMENTS AND EQUIPMENT
Date:
No Action When
1. General alarm Daily at noon and prior to
entering restricted waters
2. Engineer's alarm "
3. Whistle* "
4. Telephone "
5. Synchronization of bridge and engine clocks Daily at noon
6. Disengagement of automatic pilot and test of manual "
steering
7. Engine response and telegraph Prior to entering restricted
waters
8. Inspection of steering gear compartment Daily at 20°°, 24°° and 04°°
hours
9. Safe inspection of accommodation areas not covered "
by fire detection system
*Never to be tested nearby passing ships.
Note: Required tests before entering or leaving port are given in Port Entry Checklist and Port Departure
Checklist.
Officer: Master:

Checklists - Deck.
BRIDGE PROCEDURES
PORT DEPARTURE
Departure Port: Date:
1. Latest local Notice to Mariners and navigation warning available

2. Latest weather forecast available
3. Charts and publications corrected and ready for use
4. Departure planned and charted
5. Predicted tides and currents calculated
6. Emergency plans developed for engine or steering failure
7. Personnel assignment plan completed and sailing board posted
8. Tugs and pilot ordered
9. Preparations for engine and steering test completed:
Proper mooring verified and lines taut
Hoses/loading arms disconnected and stowed
Propeller and rudder checked and found clear of obstruction
Bow thruster checked and found clear of obstructions
10. Main engine and bow thruster tested in all modes of operation (if appropriate)
11. Ship control communication systems tested
12. Bridge control alarms tested
13. Primary and backup steering gear tested
14. Appropriate entries made in Deck or Engine Log Book regarding equipment tests
15. Whistle tested (if permitted by local regulations)
16. Gyro error determined; repeaters compared to master gyro
17. Depth meter energized and tested; depth alarm set
18. Navigation equipment energized and tested as appropriate:
Radars
ARPA
SATNAV
LORAN
DECCA
RDF
Doppler
Rate of turn indicator
19. Master/Pilot information exchange cards completed
20. Draft verified and posted on bridge
21. Equipment failures reported to Master and authorities as required
22. Bridge prepared for departure

Checklists - Deck.
BRIDGE PROCEDURES
PORT DEPARTURE
23. Clocks synchronized for bridge, ER, radio room, course recorder and engine order
recorder
24. Portable radios (walkie-talkies) tested
25. Required flags and signals ready
26. Search for contraband/stowaways completed and logged
27. Gangway cleared and stowed
28. Unmooring plan agreed with pilot
29. Master/Pilot Information Exchange Card exchanged, understood and acknowledged
30. Requirements, procedures and information exchange for Pilot to Pilot relief agreed
31. Procedures and location to disembark agreed
Remarks:
Officer: Master:

Checklists - Deck.
BRIDGE PROCEDURES
PORT ENTRY
Arrival Port: Date:
1. Cargo, pre-loading/pre-discharging/pre-washing and bunkering plans completed

2. Port area weather forecast monitored
3. Radio navigation warnings monitored
4. Navigation publications reviewed:
Pilot book
Light list
Tide and current book
IMO/Port Routing Schemes
5. Company and other manuals reviewed:
Guide to Port Entry
Shipboard Manual - Navigational Procedures
Shipboard Manual - Operation Procedures
6. Local regulation reviewed
7. Charts corrected up-to-date
8. Required charts and publications laid out and ready
9. Cargo transfer plan and oil transfer procedures reviewed
10. Arrival message sent to agent
11. Approach to pilot station or anchorage planned and charted
12. Revised ETA at pilot station sent to agent
13. Berthing plan completed and sketched on Master/Pilot Information Exchange Card
14. Master/Pilot Information Exchange Cards prepared. Information to be requested from
Pilot identified
15. Contingency plans developed for engine or steering failure
16. COW checklist started
17. IGS Manual reviewed
18. Inert gas system tested
19. Sea valves closed and sealed as required. Entry made in Oil Record Book.
20. Scupper plugs in place
21. Blank flanges, hammer blinds and spectacle flanges positioned and checked
22. Emergency cargo pump trips tested
23. Main engine controls tested in all modes of operation
24. Primary and back-up steering gear tested
25. Ship control alarms tested
26. Emergency generator tested
27. Emergency lighting and power systems in ship control and propulsion spaces tested
Checklists - Deck.
BRIDGE PROCEDURES
PORT ENTRY
28. Deck lighting tested

29. Deck machinery and mooring equipment tested and ready
30 Ship control communication systems tested
31 Depth meter energized and tested. Depth alarm set.
32. Navigation equipment energized and tested as appropriate:
Radars
ARPA
SATNAV
LORAN
DECCA
RDF
Doppler
33. VHF tested
34. Walkie-talkies tested
35. Appropriate entries made in Deck Log Book or Engine Log Book regarding tests of
equip.
36. Operation of course recorder verified
37. Required flags and signals ready. Whistle checked.
38. Equipment failures reported to Master and authorities as required
39. Requirements determined and necessary plans made for lightering
40. Bunkering plan reviewed
41. Navigation and radar watch duties planned
42. Radio working frequencies determined for VHF and HF as necessary
43. Port entry meeting held and entry made in the Deck Log Book
44. Watchkeeping Officers during the port entry meeting informed of all port approach plans
45. Appropriate watch type set and recorded in Deck Log Book
46. Radio working frequencies set for port control, pilot boat, tugs, terminal, etc.
47. Clocks synchronized for bridge, ER, radio room, course recorder and engine order
recorder
48. Pilot hoist ladder rigged and tested
49. Officer assigned to supervise pilot boarding
50. Both anchors ready for letting go
51. Master/Pilot card and associated information exchanged, understood and acknowledged
52. Requirements, procedures and information exchange for pilot to pilot relief agreed
53. Personnel at stations for mooring and/or anchoring
.
54. Communications with anchoring and mooring stations tested
55. Mooring procedures reviewed on bridge and at mooring stations
Remarks:
Officer: Master:
Checklists - Deck.
BRIDGE PROCEDURES
RESTRICTED VISBILITY
Watch: Date:
1. Switch on both radars and ARPA

2. Call Master
3. Switch on navigation lights
4. Commence radar plotting and ARPA automatic tracking of targets
5. Post an A.B./O.S. as lookout
6. Ring stand-by engine and reduce speed, as appropriate (warn the Engineer on standby in
the case of unmanned engine room operation)
7. Sound appropriate fog signals
8. Set VHF to correct channel, according to local regulations, or/and at channel 16
9. Call stand-by A.B./O.S. and/or Officer(s ) to duty according to the Watch Condition to be
set.
10. Change to manual steering as appropriate
11. Plan possible anchoring, in case the situation so demand
12. Close safety doors
13. Prohibit entry into certain enclosed spaces (tanks, pumproom, etc.)
14. At an appropriate time note action in the Deck Log Book.

Checklists - Deck.

USKUP - 1bridge Procedures - Tanker

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EXERCISES

VESSEL OPERATING PROCEDURES MANUAL

Written By Verified By Approved For Application

NAME AND SURNAME NAME AND SURNAME NAME AND SURNAME

2. NAVIGATIONAL RESPONSIBILITIES ................................................................................................................. 6

5. WORK AND REST, STRESS AND DISTRACTIONS ..............................................................................................15

6.8. AUTOMATIC STEERING/PILOT ..................................................................................................................... 20

12. NAVIGATION IN RESTRICTED VISIBILITY.....................................................................................................35

16. UNDER KEEL CLEARANCE ...........................................................................................................................41

2.1.2. Vessel Traffic Control System

2.1.3. Time/Distance Saving

2.1.4. Safe Speed

2.1.5. Pilotage Waters

2.2. Navigating Officer

2.2.1. Navigational Aids

of all navigational equipment and instruments.

2.2.2. Voyage Preparation

2.2.3. Navigation Preplanning

2.3. All Officers

The reasons for using proper communications ate to:

• make for a better understanding in all matters

• promote a safer and more efficient operation

• establish a professionally run bridge

Elements of proper communication are:

• feedback (to avoid disagreement)

2.5. Unattended Engine Room

3. DUTIES OF WATCHKEEPING OFFICER AT SEA

Certain duties are detailed in other Sections of this Manual.

3.2. Course and Speed

• to ensure the safety of the ship and its crew,

• to avoid immediate danger,

• to meet prevailing weather condition,

The Master shall be notified before a speed altering is carried out.

3.3. Calling Master

• he is in doubt with regard to the navigational safety matters,

3.4. Notifying Engineer Officer

• when the ship is at least two hours from the maneuvering,

3.5. Manual/Automatic Steering

• in accordance with Watch Type A,B,C,D,

The Watchkeeping Officer shall made changes in steering mode.

3.6. Equipment Tests

• telegraph is to be tested daily at noon and prior to entering restricted waters;

2. ICS publication Bridge Procedures Guide

4. NAVIGATIONAL STANDING ORDERS

a) The progress of the ship during the previous watch;

b) The present geographic position of the ship;

c) The present course and speed;

d) The verification of time and course of the course recorder;

e) The general weather condition and forecast;

f) The prevailing visibility;

g) Any navigational aids in sight or shortly to be so;

j) Active radio emergencies of warnings affecting mariners;

The watch is not to be relieved during a maneuver or course change.

7. Steering shall be changed from gyro pilot to manual:

• In accordance with Watch types B, C and D;

• In fog or other conditions of reduced visibility;

• In high density traffic zones;

• When navigating close to the shore;

• When in shallow water;

• In any emergency situation; and

• At other times specified by the Master or deemed necessary by the Watchkeeping

• From sunset to sunrise;

• During reduced visibility;