BPM Copy1

WILHELMSEN SHIP MANAGEMENT
BRIDGE PROCEDURE MANUAL
1 GENERAL
1.1 - Authorisation & Preamble
1.1 DS725 8
30/06/2012
1.2 - General Statement, Navigation
1.2 PO001 4
30/06/2009
1.3 - Table of Contents
1.3 DS126 19 30/06/2014
2 BRIDGE RESOURCES MANAGEMENT

2.1 - Composition Of The Watch
2.1 DS001 3
01/03/2008
2.2 - The Bridge Team
2.2 IR001 4
30/06/2009
2.3 - Lookout Requirements
2.3 DS002 6
30/06/2009
2.4 - Watch Manning Levels
2.4 DS003 8
30/06/2014
3 DUTIES AND RESPONSIBILITIES

3.1 - Master
3.1 IR002 10 30/06/2010
3.2 - Officer Of The Watch
3.2 IR003 13 30/06/2014
3.3 - Helmsman
3.3 IR004 5
30/06/2009
3.4 - Dedicated Lookout Man
3.4 DS004 5
30/06/2009
3.5 - Master - OOW - Pilot Relationship
3.5 IR005 7
30/06/2014
4.1 - Objective
4.1 PD064 6
30/06/2009
4.2 - The Voyage Plan Forms
4.2 PD065 7
30/06/2011
4.3 - Responsibility And Planning Procedure
4.3 PD443 11 30/06/2014
4 PASSAGE PLANNING
5 CHARTS AND PUBLICATIONS

5.1 - General
5.1 PD067 6
30/06/2011
5.2 - Responsibilities
5.2 IR006 6
30/06/2010
5.3 - Electronic Charts
5.3 PD068 8
30/06/2014
5.4 - Chart Folio Index & Chart Correction Log
5.4 PD069 7
30/06/2011
6.1 - Radio Communication
6.1 PD070 3
01/03/2008
6.2 - Priority Of Communications
6.2 PD071 3
01/03/2008
6.3 - Daily Reporting
6.3 PD439 3
01/03/2008
6.4 - Distress Communication
6.4 PD072 3
01/03/2008
6.5 - GMDSS Log And Record Keeping
6.5 PD073 5
30/06/2014
6.6 - VHF
6.5 PD074 3
01/03/2008
6.7 - False Alerts
6.7 PD075 3
01/03/2008
6.8 - AIS
6.8 PD076 3
01/03/2008
7.1 - Responsibility
7.1 IR007 8
30/06/2009
7.2 - Checks & Tests
7.2 PD077 9
30/06/2014
7.3 - Operation And Maintenance
7.3 PD078 16 30/06/2014
6 RADIO COMMUNICATION
7 NAVIGATION EQUIPMENT
8 REQUIREMENT IN SPECIFIC WATERS

8.1 - USCG Requirements
8.1 PD079 2
01/12/2008
8.2 - Baltic Sea
8.2 PD478 2
01/12/2008
8.3 - Suez Canal Transit
8.3 PD479 2
01/12/2008
8.4 - North Sea & English Channel
8.4 PD480 2
01/12/2008
8.5 - Malacca/Singapore Straits
8.5 PD481 3
15/06/2013
8.6 - Japan Inland Sea
8.6 PD482 2
01/12/2008
This Bridge Procedures Manual (BPM) is authorised for use on board all ships fully
managed by Wilhelmsen Ship Management (WSM), Golar Wilhelmsen Management
(GWM) and Barber Moss Ship Management AS (BMM).
The BPM describes the procedures to be adopted on board for safe navigation.
The Master and all Navigating Officers shall acquaint themselves with the contents and
ensure compliance with the procedures by the entire Bridge Team
There shall be one paper copy of the BPM on board each vessel which shall be kept on the
bridge. The copy of the BPM is subject to revision.
The updated revision of this manual shall also be found in the electronic application,
DocMap, and the contents on DocMap classified as controlled documentations.
This Manual should be read in conjunction with the Bridge Procedures Guide & Bridge
Team Management contained within the Standard Technical Library
This manual may be provided to ships staff as appropriate, but never to people outside
Wilhelmsen, unless the Managers approval is obtained.
2012-06-30
Christina Cheh
Documentation Committee, Chairman
1.2 General Statement, Navigation

The master has the ultimate responsibility for the safe navigation of the ship.
The master has absolute and overriding authority and responsibility to make
appropriate decisions in matters regarding safety and pollution prevention, and to
request for any assistance he considers necessary.
The ship shall always be navigated in a manner that ensures the safety of Life, the
safety of the ship, the safety of the cargo, and safety of the marine environment. The
safety of life and the safety of the ship take precedence over all other considerations.
The safety of other ships and property shall also be taken into consideration during the
process of navigation.
The bridge shall be sufficiently manned during all stages of the vessels passage from
one berth to the other. The watch manning levels shall be at least those as laid down
in this manual.
All the voyages shall be carefully planned and executed as per the voyage plans. Such
plans shall be prepared in accordance with the instructions given in this manual. The
ships progress shall be monitored on official, up-to-date charts.
All essential navigation equipment and associated machinery shall be maintained in a
fully operational condition. In case of failure, rectification shall be sought as soon as
possible.
For advice on Navigational issues, the Master shall consult the HSEQ Manager.
On tanker vessels and other vessels when deemed necessary, a navigational audit by
an independent Auditor shall be arranged annually by the company and the results
used for system improvement on board.
A factual recording of all voyage events shall be made in appropriate logbooks, forms
and provided by the company. Voyage Data Recorders shall be kept in use at all times.
Emergency situations shall be identified and described, plans shall be drawn up and
drills held to be prepared for emergency actions.
All newly assigned watch keeping officers shall be familiarized with the bridge
equipment and the operation thereof, navigational procedures, and the voyage plan
before being given independent charge of a navigation watch.
Wherever applicable the ship shall comply with the local ship reporting, Vessel Traffic
Services (VTS) and traffic routing systems in place.
In addition to the Companys policies and procedures laid down herein, due
consideration shall also be given to all local, national and international regulations.
The composition of the bridge watch shall be such that a proper lookout and continuous
monitoring of the ships progress is possible. The following factors shall be among those that
shall be taken into account by the master, when deciding the composition and arrangement of
the watch:
Visibility, weather conditions, daylight or darkness, and state of the sea.
Traffic density and any other activities conducted in the area.
The attention required when navigating in or near traffic separation schemes or
routing measures, or the proximity of navigational hazards.
The fitness for duty of any crewmembers on call who are assigned as members of the
bridge team.
The experience of each Officer of the Watch (OOW), and the familiarity of the OOW
with the ships equipment, procedures, manoeuvring characteristics, and
capabilities.
Activities taking place on board the ship at any particular time, including radio
communication activities, and the availability of assistance to be summoned
immediately to the bridge when necessary.
The operational status of the bridge equipment, instrumentation and controls,
including the alarm systems.
Rudder and propeller control and related manoeuvring characteristics.
The size of the ship and the field of vision.
The layout of the bridge, if it inhibits any member of the watch from detecting any
external development.
The need to ensure that at no time the bridge is left unattended.
Whether the ship is fitted with automatic steering.
Unmanned machinery space (UMS) controls, alarms and indicators provided on the
bridge, procedures and / or limitations for their use.
Any unusual demands on the navigational watch that may arise as a result of special
operational circumstances anticipated manoeuvres, etc.
2.2 The Bridge Team
2.2.1 Objectives
The objectives of this section are:
To outline the composition and the functions of the bridge team.
To ensure that the bridge team is well briefed and that all members interact
and support each other in carrying out a safe navigational watch.
To maintain the safety of navigation from one watch to the other, and
throughout the voyage.
To eliminate the danger that an error on the part of one person could result in
a hazardous situation.
2.2.2 The Bridge Team
All ships personnel who are certified to perform bridge navigational watch duties as per
STCW 95 requirements may be called upon to be part of the bridge team.
The team may comprise of:
The Officer of the Watch (OOW) in-charge of Bridge Team until relieved by
the Master.
Helmsman, one or more.
Lookout, one or more.
The Master supporting member until he relieves the OOW. He then assumes
charge.
An additional OOW as supporting member as and when required as decided
by the Master.
One or more pilots, as supporting member of the bridge team when vessel is
under pilotage.
2.2.3 Duties of the team
The bridge team shall support each other through proper co-ordination of activities and
effective communication to ensure good situational awareness. The bridge team should
be able to anticipate dangerous situations arising and recognize the development of a

chain of errors, thus enabling them to take appropriate actions to break the sequence.
The bridge team is responsible for safe and proper navigation of the ship, maintaining
communications with the engine room and other key personnel responsible for various
functions on board.
The watchkeeping officers, acting as OOW shall ensure that all relevant information is
passed on across watches. Refer to Sec.3.2.3.
The bridge team should keep the Master informed of all significant events when the
Master is not on the bridge.
When the pilot is on the bridge he is a part of the bridge team, but the responsibility of
the safe navigation of the ship lies with the Master.
The master shall appoint a navigational officer to brief any new personnel joining the
vessel before he becomes a part of the bridge team. The joining officer will be required
to acknowledge familiarization on form B-01 (Ref. BPM Appendix).
Any doubts regarding any assigned task or duty shall be clearly explained before taking
over the watch.
2.2.4 Bridge Team Meeting
Prior to commencing pilotage and sea voyage the Bridge Team shall as far as possible
meet and discuss the features of the relevant voyage plan and their own and each
others roles in it.
The main features to be discussed include the following, but are not limited to:
Navigational hazards along the route.
Areas of high traffic densities that can be expected and the actions required.
Watch levels and possible external conditions en route that may necessitate
change of level, such as heavy weather, and the fatigue factor of the
watchkeepers.
Operational status of navigational equipment.
Mandatory and voluntary vessel traffic services (VTS), ship reporting, and
traffic routing systems along the route.
Any security issues that can be expected, such as pirates.
The importance of cross checking positions derived from electronic aids by
visual or radar fixes.
Information that should be routinely reported to the master as stated in the
masters standing orders, any requirements to keep the master fully informed,
and of the circumstances under which the master should be called.
2.2.5 Restrictions on Bridge Team use of Distracting Devices
The master must disallow the inappropriate use of mobile phones and other electronic
gadgets during watch that might distract the OOW from keeping a safe navigational
watch
2.3 Lookout Requirements
2.3.1 Purpose
The purpose of the lookout shall be:
Maintaining a continuous state of vigilance by sight and hearing as well as by
all available means, to detect any external factors that may influence the safety
of navigation or security of the ship
Detecting ships or aircraft in distress, shipwrecked persons, wrecks, etc.
Reporting and/or acting upon detection of the above.
2.3.2 Dedicated lookout
When the Bridge Team is active, a dedicated lookout that is adequately rested and fit
shall be posted as follows:
From sunset to sunrise.

During the day, when visibility is restricted.
During heavy weather when the visibility is not clear
When entering or leaving port.
When the vessel is transiting through narrow waters.
When there is moderate or greater traffic density.
When the vessel is responding to a distress call.
On the poop when moving astern, if situation demands.
In any other circumstances as dictated by the Master.
However the Master may allow the OOW to be the sole lookout as outlined in 2.3.4.
2.3.3 Non-interference
The lookout should not be assigned to other duties which could interfere with the
primary task, nor his attention diverted from being constantly on the alert.
2.3.4 Sole lookout
The Master shall not permit the OOW as sole lookout during period of darkness (watch
Level 2). However he may permit the OOW to be the lookout during daytime (watch
Level 1), provided full account has been taken of all relevant factors including, but not
limited to:
Visibility is good and there is little or no traffic around.
There are no navigational hazards in the vicinity.
Assigned personnel are on easy call in case the above circumstances change.
The assigned personnel are aware that they are on call.
The OOW understands that he shall not engage in activity such as Chart
correction when he is the sole lookout.
On vessels certified to go with the OOW as sole member of the bridge team (BI Class
Notation), the Master must be assured that navigational or other duties does not
distract the OOW from keeping a continuous lookout.
The Master shall assign the watch manning levels, as given below, for each stage of
the passage in the Voyage Plan and anchoring. These levels shall continuously be
assessed during the voyage and modified as required.
Watch Level
Watch Personnel
Level 1
OOW
Situation
Open seas in day light conditions

Day light at anchor
Open seas from sunset to
Level 2
OOW
Dedicated Lookout
sunrise
Moderate traffic conditions
At anchor at night, in restricted
visibility or high density anchorage
OOW
Master**
Dense traffic conditions

Restricted waters
Reduced visibility in open seas
Level 3
Dedicated Lookout
Helmsman
OOW
Master**
River / Canal transit (may also be

under pilotage)
Dense traffic conditions
Restricted waters
Reduced visibility
Level 4
Dedicated Lookout
Arrival / departure ports
Helmsman
Pilotage*
Extra Lookout (at the

discretion of the
Master)
River / Canal transits

Arrival / Departure anchorages
3.1.1 Responsibility
The Master has the ultimate responsibility for the safe navigation of the ship.
3.1.2 Duties
The Master must ensure that the bridge is sufficiently manned at all times of the
passage.
He must ensure that all equipment is maintained in the best possible condition and that
all necessary charts and publications are onboard.
He must ensure that a system is established for OOW to sign and acknowledge the
Navarea warnings, Navtex messages, etc. and information relevant to that voyage be
transferred to the charts as applicable. Withdrawn warnings should be cancelled
accordingly.
He must keep the OOW informed of his whereabouts, to enable the OOW to call him on
short notice.
He shall continuously reassess the watch manning levels during the passage.
He must ensure that new watchkeeping officers are briefed and familiarized with the
navigational equipment including the vessels maneouvering characteristics / limitation
and their duties before they are assigned independent watch.
He must ensure all watchkeeping officers are sufficiently rested as per STCW
recommendations, in particular, the watchkeeping officer of the first watch after
departure from port.
He must ensure all watchkeeping officers including himself are fully familiar with
the manoeuvring operation and steering stand / panel including proficiency in hand
steering, change over procedures from hand to auto to NFU to emergency,
steering on NFU and emergency etc.
He must ensure that officers get sufficient practice in hand steering.
In overseeing the navigation of the vessel, the Master must require compliance with
COLREGS and that the ship proceeds at safe speed at all times.
Apart from the company forms as provided in the Appendices of this manual, it is
recommended to utilize any of the form B6-B13 (as applicable for any situation) as
given by the ICS Publication, Bridge Procedures Guide.
The Master shall perform a random check on the updating of Navigation Charts and
Publications at least once per month and the same shall be recorded in the Deck Log
Book.
The Master shall, during his tenure conduct a Navigational Audit using the Form D-42.
Non Conformances should be corrected as soon as possible.
If even the slightest doubts exist to whether the vessel has made contact with
another vessel at sea the Master must stop his vessel and do what required
necessary to determine the status of the other vessel. Nearest coastal state and
company shall by fastest means be notified if situation require.
3.1.3 Presence on the bridge
The Master shall be on the bridge:
When entering/leaving port, docking, undocking, or shifting the ship in
restricted waters.
When approaching an anchorage, and when anchoring the vessel.
At any other times he judges conditions as a significant threat to the vessels
safety.
3.1.4 Delegation of Authority
The Master may, when fatigued, or to prepare himself for more demanding tasks and
passages, delegate his authority to a Senior Officer or the OOW. He may then leave
the Bridge in order to rest. He shall take into consideration the OOWs ability and
experience before deciding to delegate his authority. (However, under the
circumstances described in 3.1.3. he shall be on the Bridge.)
3.1.5 Masters Order Book
The Master shall enter his own standing orders in the Masters Order Book.
When he plans to be away from the bridge for a considerable period of time, he shall
enter his orders and instructions in the appropriate pages of this book. Nevertheless
such orders shall be left daily whilst the vessel is at sea or at anchorage
He must enter changes in the voyage plan.
He must include the minimum CPA and TCPA to be maintained depending on traffic
density in his standing instructions. Wherever applicable, he shall also state different
CPAs for different categories of waters. The recommended guideline is 1.5nm for CPA
and Masters discretion shall apply for coastal area.
He must also include a ban on the usage of mobile phones; PDA (personal digital
assistant); computer note-books and any other electronic gadgets that will distract the
OOW and/or his assistant from keep a safe navigational watch.
He must date and sign the orders which shall be acknowledged as read and
understood by the watch keeping officers.
3.1.6 Taking over the control of the bridge
The Masters decision to take or hand over control of the bridge must be
clear and unambiguous and this shall be acknowledged by the OOW and
entered in Deck Log book.
3.1.7 Search and Rescue (SAR)
The Master must be aware that the ship has SAR obligations under SOLAS.
Ships that are in a position to provide assistance, on receiving a signal from any source
that persons are in distress at sea, are bound to proceed at all speed to their
assistance. And, if possible, to inform them or the SAR service that the ship is doing so.
3.1.8 Anchoring
The Master should give the anchoring party clear instructions as to the anchoring /
anchor weighing procedure.
The anchor party shall keep the Master informed of the direction and strain of the
anchor chain.
The Master shall determine the level of anchor watch to be kept.
3.1.9 Heavy Weather Precautions / Restricted Visibility

When experiencing heavy weather conditions and/or restricted visibility, the Master
must take prudent decisions regarding speed reductions, alteration of course etc. to
prevent damage to ship and equipment.
Master shall ensure that his decisions must take into consideration the safety of the
vessel and not be commercially pressurized.
3.1.10 Training of watchkeepers
The Master must satisfy himself that his watchkeepers are familiar with the handling of
different situations, possibly by rotating duties both underway and during mooring
operations.
Under his supervision and after considering the circumstances, he should permit his
chief officer to perform vessel manoeuvers like anchoring, changing over from hand
steering to auto to NFU to emergency and pilot station approach to increase their shiphandling experience.
He must frequently test the watchkeepers to ensure:
That they are proficient in Radar /ARPA operation and plotting.
That they can use the Electronic Chart Display and Information system
(ECDIS) with Raster Chart Display System (RCDS) or Electronic Navigational
Charts (ENC) and are aware of the differences between these, and limitations
of each system.
That they understand the limitations of the navigational equipment, and are
prepared to use backup systems (e.g. sextant and tables).
That they know the COLREGS thoroughly and adhere to them.
That they understand their duties properly and execute them to the fullest
possible extent.
That they fully understand the vessel manoeuvring characteristic / limitations
given on Wheel House Placard
That they understand the voyage plan from berth to berth and are able to
execute the voyage plan properly and monitor the progress of the ship relative
to the plan as per chapter. 3.2.4.5
3.1.11 AMVER participation
The Master shall ensure that the vessel participates in the AMVER reporting program
and reporting system of other Port State whenever applicable.
3.1.12 GMDSS
The Master shall ensure that only qualified personnel should operate equipment for
GMDSS purposes and keep a proper record of communication.
He shall be guided by the provisions of the SOLAS Ch.4, Reg.17, the ALRS Vol.5 and
the IMO-GMDSS book (ref.Yellow Book, Ch.4, sec.1) for the conduct of GMDSS
Communication.
3.2.1
Authority and Responsibility

The Officer of the watch is the Masters representative and is responsible to the Master at
all times for the safe navigation of the ship and for complying with the COLREGS.
3.2.2
Duties
The primary duty of the OOW is to maintain a safe navigational watch. Associated duty is to
keep a GMDSS radio watch.
The 2nd Officer is responsible for AMVER and other position reporting, as and when
applicable.
3.2.3
Changing over Watch

The relieving officer shall be on the bridge well ahead of time for taking over the watch.
The OOW shall not hand over the watch if there is reason to believe that the relieving
officer is not capable of carrying out the watch keeping duties effectively.
The relieving officer should be satisfied that all other members of the bridge team for the
new watch are fit for duty.
If a manoeuver or an action to avoid a hazard is taking place at the moment of changing the
watch, handover shall be delayed until the action is completed.
The relieving officers vision at night should be adjusted before taking over the watch.
The relieving officer shall satisfy himself regarding the following:
3.2.4
3.2.4.1
Masters standing orders and/or special instructions relating to the Navigation of the
ship including local navigational requirements.
The position, course, speed and draught of the ship.
Prevailing and predicted tides, currents, weather, visibility and the effect of these
factors upon course and speed.
Navigational situation, including, but not limited to the following:
operational condition of all navigational and safety equipment being used or

likely to be used during the watch including, but not limited to the CPA /
TCPA alarm settings on the radar and the Watch vector alarm, contour
settings and cross track distance (XTD) alarms on the ECDIS.
gyro and magnetic compass error
presence and movement of vessel traffic in sight or those known to be in the

vicinity
conditions and hazards likely to be encountered during his watch including

security hazards
possible effect of heel, trim, water density and squat on under keel
clearance
Watch-keeping Duties
Lookout
The OOW shall maintain a proper navigational lookout by sight, hearing and by all
available means appropriate to the prevailing circumstances and conditions. He shall be
aware that certain objects can only be visually detected. Also amongst his lookout duties
shall be the detection of ships or aircraft in distress, shipwrecked persons, wrecks, debris
and other hazards to safe navigation.
On ships with fully enclosed bridges, sound reception equipment fitted shall be kept on, so
that all external sounds can be heard as if the bridge wings were open.
The OOW should not leave the bridge unattended at any time. If the ship has a separate
chartroom the OOW should spend as little time as possible, to carry out essential duties
after ensuring it is safe to do so.
All non-essential activity on the Bridge should be avoided.
3.2.4.2
Collision Avoidance
The OOW shall appraise the situation fully and determine if the risk of collision exists. The
OOW shall conduct collision avoidance in compliance with the COLREGS.
He shall not be distracted from his primary responsibility that of conducting safe navigation
of the ship, due to any workload that he may have on the bridge.
The OOW shall order change over to hand steering and have the helmsman steer the ship
in good time to allow sufficient time to take action when encountering a potential
hazardous situation.
The OOW shall closely observe that the action taken to avoid collision or a close quarters
situation is having the desired effect till the other vessel is finally past and clear.
3.2.4.3
Restricted Visibility
When visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any
other similar causes, or when visibility is expected to be restricted, the OOW shall comply
with relevant COLREGS, with regards to lights and sound signaling. The OOW should
immediately do the following:
Inform the Master.
Post extra lookout.
Have all available radars and ARPA in operation.

(When radars are used for collision avoidance, own vessel speed input on the
radar should preferably be set to speed through the water (speed log-water track).
3.2.4.4
Have engines ready for manoeuvre and/or for reduction to safe speed.
Control of the Ship

Even when the Master is present on the bridge, the OOW is responsible for the safe
navigation of the ship until the Master specifically assumes responsibility. The OOW shall
not hesitate in using helm, engines and sound and light signaling apparatus when the
situation so requires.
3.2.4.5
Voyage Plan and Record Keeping

The OOW shall execute the voyage plan properly and monitor the progress of the ship
relative to that plan.
He shall log down the changes in watch levels in the deck logbook (BD8).
He shall maintain a factual record of all the bridge activities. The

manoeuvring order book (DE21) shall be used on the bridge for the
purpose of recording key parameters reflecting the condition of navigational
routines, running machinery, activities of deck and engine personnel and
any other occurrence, which has safety, pollution or statutory implications.
The DE21 shall be kept on the bridge as well as in the engine room.
Entries in logbooks must be legible. Mistakes shall be corrected by drawing a single line
through the wrong entry, with the new entry written next to it. The corrections should be
initialed by the OOW.
In order to allow the vessels actual track to be reconstructed at a later stage, sufficient
information concerning position, course and speed should be recorded in the maneuvering
order book (DE21) and deck logbook (BD8). Where ECDIS / ENC are fitted the electronic
log book and track recording functions are to be set up to record voyage information at
frequent intervals. These should be saved on file at the end of each voyage. All positions
marked on the navigation charts also need to be retained until the end of the voyage. On
vessels equipped with Chart Plotters, positions should be marked on the chart at regular
intervals.
3.2.4.6
Changeover of Steering
The OOW shall supervise the change over from hand steering to autopilot and vice-versa.
The manual steering shall be tested at least once a day and before entering areas where
greater caution is required such as proximity of navigation hazards, increased traffic
density etc. During this test, the wheel (or equivalent) should be engaged and the ship
steered by hand.
When the Autopilot is engaged, the use of the off-course alarm does not relieve the OOW
from checking the course steered frequently.
3.2.4.7
Lights, Shapes, Flags, and Sound Signals

The OOW should ensure that the ship complies with the COLREGS with regards to
displaying correct lights, flags, and shapes.
Appropriate sound and light signals, shall be made when required.

MANUAL
3.2.4.8
BRIDGE PROCEDURE
Chart Corrections
Chart corrections by the OOW should be performed only when the following criteria
are met:
3.2.4.9
At sea during daylight hours.
A dedicated lookout is posted.
There is little or no traffic.
There are no navigational hazards in the vicinity.
Or the Master has relieved the OOW.
Navigational Equipment
The OOW shall perform frequent checks of all navigational equipment to ensure
their proper function. Refer Sec. 7. Wherever necessary he shall have received
training and certification to use such equipment (eg. ECDIS)
Whilst at sea he shall compare the standard and gyrocompasses frequently.
If possible, he shall check the magnetic and gyro compass errors at least once a
watch and after each major course alteration.
He shall also check the Bridge / ER telegraphs and revolution indicators, Bridge
telephones, clocks and chronometers.
At noon, he shall test the ships whistle and general alarm (situations permitting). He
shall mark the vessels position on the course recorder.
The OOW shall keep himself fully conversant with elementary means of navigation,
such as position fixing by Solar and Stellar means, so as to be able to navigate in
case of failure of the electronic navigation and other navigational systems.
All OOW are to check the accuracy of the gyro or heading device and vessel GPS
system inputted into the equipment dependent on such input such as ARPA, ECDIS,
VHF, AIS etc.
The vessels position monitoring should include to monitor when the

vessel is leaving one Nav. Area and moving to another Nav. Area. The
Inmarsat C equipment settings should be adjusted so that Nav.
Warnings for the next area are received and incorporated in the
voyage plan, charts, etc before the ship actually enters the new Nav.
area.
3.2.4.10 GMDSS Monitoring
The OOW shall alert the Master in case of urgent safety related messages.
The Designated GMDSS officer shall keep proper records of the GMDSS watch and
equipment.
3.2.4.11 Calling the Master
The OOW should call the Master:
When restricted visibility is expected or encountered.
When traffic conditions or movements of other ships are causing concern.
When difficulty is experienced in maintaining course.
On failure to sight land, navigation marks or obtain soundings by the

expected time, or when unexpectedly land or sightings or soundings are
encountered.
When the soundings disagree with the soundings on the chart along vessels
track, or any other indication of shallow water not on the chart.
At breakdown of propulsion, steering, or any essential navigational

equipment, alarm or indicator.

MANUAL
BRIDGE PROCEDURE
When critical radio equipment malfunctions.
When weather unexpectedly deteriorates.
When any hazard to navigation is sighted.
When a distress alert of a ship or a distress relay from a coast station is

received regarding a distress situation existing in own ships vicinity.
When a significant change of weather parameters is noticed such as sudden

shift in wind direction and/or increase in wind speed.
When in any doubt about matters relating to the safety of navigation or

security status of the ship or prevention of pollution.
Any serious irregularity in preparing to relieve or surrender the watch.
Additional instances as specified in the Masters Order Book.
The OOW should call the Master before the doubtful situation turns into an
emergency.
Despite the requirement to notify the Master immediately in the above circumstances,
the OOW should not hesitate to take immediate action for the safety or security of
the ship, where circumstances require him to do so.
3.2.4.12 At Anchor
When anchoring the OOW shall make a fix on the anchor drop position and plot a
swinging circle based on the length of the cable.
His duties are to:
Check anchor position frequently by all available means. If he suspects that

the anchor is not holding, or has any other doubt, the Master must be
informed immediately.
Monitor the position of ships in the immediate vicinity in case they are
dragging onto own ship.
Establish communication with the other ship if possible. Monitor relevant

Radio channels for information from Pilots, Port, Agents and other anchored
ships.
Monitor the weather and sea conditions and inform the Master if it
deteriorates.
Give sufficient notice to the Duty Engineer to get engines ready. Ensure that
the state of readiness of the main engines and other machinery is in
accordance with the Masters instructions.
Monitor tidal conditions and under-keel clearances when the vessel is

swinging at anchor in the vicinity of shoal water.
Maintain an efficient safety and security lookout.
3.2.4.13 Arrival and Departure Port

Prior arrival and departure from port, the bridge equipment and its readiness shall be
checked by the OOW. Forms B02 and B03 shall be used for this purpose.
3.2.4.14 Pilot Embarkation
The OOW shall ensure that preparations for boarding arrangements for the pilot are
made as per SOLAS Ch.5, Reg.23 (or refer to Reg. 23.1.3 where applicable) and
that such arrangements are checked and tested by a responsible person.
Any special requirements from the Pilot / Port Officer should be complied with.
3.2.4.15 Navigating in Traffic Separation Scheme
When navigating in Traffic Separation Scheme, course adjustments shall be made if
necessary to avoid bunching of traffic and development of close quarter situations.

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BRIDGE PROCEDURE
3.2.4.16 Navigating In Restricted Waters

When navigating in Restricted Waters, the vessel shall have
Bridge watches level as appropriate.
Engines on notice as appropriate.
All available Navigational equipment tested and brought into use.
Position reporting requirements understood and followed.
Reference shall be made to the guidelines as given in SSMM Ch 7 Sec 2.
Forms B09 shall be used for this purpose.
Any person taking the helm must, as far as possible, familiarize himself with
the feel of the vessels steering in open waters, before steering in restricted
areas.
When steering the vessel, he shall position himself so as to be able to clearly
sight the course, both gyro and magnetic, as also the helm and rudder
indicator.
He shall clearly repeat all helm orders he receives, before executing them.
3.4 Dedicated Lookout Man
3.4.1 Duties
Duties of the lookout shall be explained to him by the OOW prior to
commencement of his watch. His primary duties are:
Dedicated to lookout duties only.
Maintain an all round watch by all available means.
Observe movement of shipping and other traffic.
Identify lights and other navigational aids.
Be alert to other navigational hazards and abnormalities.
Report his sightings to the OOW.
3.5.1
Pilot on board
The Pilot is a temporary member of the bridge team, when on the bridge and
conducting the ships passage in pilotage waters.
3.5.2
Responsibility
The Master has the ultimate responsibility for the safe navigation of the ship.
The presence of the pilot does not relieve the Master or the OOW of their duties
and obligations for the safety of the ship.
If the pilots actions could endanger the safety of the ship or the environment in the
opinion of the Master or the OOW, they shall not hesitate to question the pilots
decision.
3.5.3
Information Exchange
After the pilot enters the bridge he shall be given the Pilot (ship to shore)
Information Card (B-04A, B, C, D or E) and Shore to Ship Pilot/Master Exchange
(B-05) duly filled in, and any other relevant information that he may require. He
shall also be shown the wheel house poster of the manoeuvering characteristics
and the Limits of Visibility Diagrams.
Information regarding depths, so as to accurately compute UKC, shall be
requested/received when necessary through these forms.

MANUAL
BRIDGE PROCEDURE
Any changes to the passage plan prepared by the ship should be discussed with
the pilot. If due to the immediate circumstances the discussion cannot be held
immediately, it must be held when and if it is safe to do so.
In most ports, knowledge of local conditions lies with pilots. It is therefore important
that the Pilots advice is sought in relation to the passage plan.
3.5.4
Monitoring of Pilotage
The progress of the ship shall be closely monitored, and the ships position shall be
manually plotted on the chart as frequently as far as is practical and deemed
necessary.
UKC shall be monitored and brought to the notice of the pilot if it deviates from the
passage plan. The set and drift of the ship from the planned track shall be brought
to the notice of the pilot and action taken to counteract the set if found to be off
course.
Verbal orders of the pilot shall be clearly and loudly repeated so that if heard or
understood wrong, they can be rectified before carrying out the orders.
The response of the helm or engines to the Pilots orders shall be monitored closely.
The OOW should ask for clarification of the pilots action, if he is in doubt about the
Pilots intentions. The Master should be immediately informed if the doubt persists.
3.5.5
Language
The communication between the pilot and the bridge team shall be conducted in
English, or in a language common to the pilot and the bridge team. (Example:
Swedish crew in Swedish waters). This ships official language has been
established as English and shall be recorded in the ships log-book as per
requirement of SOLAS Chapter 5 Reg 14.3
Whenever possible, the pilot should be requested to communicate with tugs in
English or a language understood by the bridge team, so that they can check his
orders. If not possible, he should be requested to explain his orders to the bridge
team. The bridge team shall be alert at all times to the communications between
the pilot and the tugs. The Master should be informed immediately if any doubt
arises.
This should be done without interfering with the navigation and safety of the ship
and with due regards to the complexity of the situation.
3.5.6
Panama Canal Pilotage

In the Panama Canal, responsibilities for safe navigation of the ship may be
different than those mentioned above. Refer to the relevant Canal Regulations.
Passage Plan
To secure a safe passage by planning the entire voyage carefully and
systematically using predefined procedures and forms.
4.2 The Voyage Plan Forms

The voyage plan is in two parts: B06A for pilotage waters and B06 for open waters. B07
is the Navigational Checklist for Voyage Planning. The voyage plan shall indicate the
ships track from berth to berth. The Master must authorize the plans before they are
used.
The current voyage plan must be displayed on or near the chart table or display.

MANUAL
4.3.1
BRIDGE PROCEDURE
Responsibility
The Second Officer is responsible for preparing the voyage plan. On ships with
two Second Officers, the Master shall appoint the responsible second Officer.
The Master shall approve the voyage plan (B06, B06A, and B07) prior to
commencement of the voyage.
4.3.2
Voyage planning
The voyage plan assists the bridge team in navigating the ship safely between
ports from berth to berth. The voyage plan shall cover ocean, coastal and
pilotage waters.
In selecting the route, appropriate margins of safety in relation to depths and
overhead clearances and safe passing of all navigation hazards shall be taken
into account. Other factors (described in more detail further in this chapter) that
influence passage planning will be:
The Marine Environment protection measures that apply, so the ship can
avoid, as far as possible, actions and activities which could cause damage
to the environment.
The adequacy and reliability of the charted hydrographical data along the
route.
The availability and reliability of navigational aids, coastal marks, and

radar conspicuous targets for position plotting.
Any constraints imposed by the ship, e.g. draught / loadline, type of cargo,
or ballast water exchange requirements.
Areas of high traffic density.
Weather forecasts and expected current, tidal, wind, swell and visibility
conditions.
The ships operations that may require additional sea room such as tank
cleaning or pilot embarkation.
Regulations such as ships routeing schemes and ship reporting systems

along the route.
The reliability of the propulsion and steering systems on board.
Information from pilot or Port Authorities.
Position fixing frequency should be such that between fixes the vessel
cannot run into danger.
4.3.3
Procedure for Safe Passage
4.3.3.1
Safe passage is achieved by following the carefully prepared stages listed below:
1. Appraisal
2. Planning
3. Execution and Monitoring
4. Evaluation
Appraisal
The Second Officer shall collect and compile all information appropriate to the
voyage from all available sources available to him. Use the company form B07
Navigation Checklist to assess the information required for the voyage.
4.3.3.2
Planning
After taking into account advice in SOLAS V 34, the Second Officer shall plan a
safe passage. He shall check all charts, publications and information including
security information, and select the most suitable route.
a) Charts
Large-scale charts are used for coastal passages and the largest

MANUAL
BRIDGE PROCEDURE
available scale charts for landfall and port approaches.
Passage planning guide charts should be used if available. They can

contain much valuable information.
The loadline zone chart should be checked to ensure that the ship is
complying with the loadline restrictions during the passage.
b) Planned Track
All the courses must be in 360-degree notation and the leg distance for
each course indicated on the chart.
All hazards to navigation such as shallow water, height limitation caused

by fixed bridges, power lines, cable-car wires, air-port runway
approaches, submerged wrecks, isolated rocks or obstructions should be
clearly highlighted. Great care shall be taken to ensure that such
highlights does not obscure any printed information on the chart.
Minimum clearing distances should be indicated and the need for sea
room in order to take collision -avoidance action should also be
considered.
Night time passing of navigational hazards may require safety margins to

be increased.
Wheel over positions for each alteration should be clearly marked where
exact adherence to track is critical. Maximum allowable off-track margins
should be marked when necessary.
Radar conspicuous objects, transit bearings, danger and clearing

bearings and ranges should be clearly marked on the charts.
Positions where the Echo sounder is to be switched on are to be marked

on the chart.
Track planned must follow established or recommended (without IMO

approval) sea-lanes i.e. deep water or tanker routes, traffic separation
schemes or exclusion zones as marked on the chart or stated in the IMO
Ships Routeing unless it is unsafe to do so i.e. presence of new wreck,
traffic etc. A long safe route should always be preferred to a shorter more
hazardous route.
The charts should be placed in sequential order of use to enable them to

be readily available. Each chart should be marked with the number and
limit of the next chart to be used.
When the vessel is equipped with Integrated Bridge Systems (IBS), the
details of the plan, and in particular the waypoints need to be carefully
prepared on, or transferred to the navigation system.
Planning of waypoints used on transits must not be set on any offshore oil
installation or offshore precautionary area to ensure safe navigation.
On electronic navigational charts (ENC) cross track distance (XTD) limits

should be defined for each leg of the route to warn of the drifting outside
acceptable limits. Safety contours and safety depths are to be set taking
into account UKC and Squat. The time interval to which the watch vector
(look ahead) alarm will activate should be set taking into account vessels
speed and the number and proximity of dangers.
The transition from paper to electronic navigational charts (ENC) shall be

clearly indicated in the voyage plan. A mixture of paper and electronic
charts for the same phase or area of the voyage should be avoided.
Any known difference in chart datum between that used by the paper
chart and that of the electronic chart must be applied to transfer positions.
The complete passage plan as displayed on the electronic chart display

system should be checked for accuracy and completeness both visually
along the route and using the automatic route check function, before
being used.

MANUAL
BRIDGE PROCEDURE
c) Weather
Meteorological conditions during the passage, including advice, if

available, from weather routing agencies (such as Ocean Routes) shall be
noted and considered when planning the passage.
Alternative routes or action to be taken shall be planned if severe weather

disturbances are expected along the route.
Passing distances from navigational hazards must be considered in

severe weather.
Severe weather and current conditions may justify a longer but safer
route.
Coastal weather bulletins should be taken into account when deciding or

revising a route.
Fog, ice, and poor visibility conditions prevailing at the time should to be
considered.
d) Reporting systems, VTS
Mandatory ship position reporting systems, introduced by some coastal

states, must be adhered to IMO Ships Routeing, Sailing Directions Guide
to Port Entry and the Admiralty List of Radio Signal have the latest
information on these systems and should be consulted.
Vessel traffic services (VTS) exist in many congested straits and

passages and should be used. The passage-planning officer should
clearly mark on the relevant charts the limits, reporting requirements,
specific radio frequencies and VHF channels used for these services.
Master &/or OOW should confirm safe clearance of all bridges before
passing under it from the VTS if there is no pilot on board.
Master is to comply to instructions from VTS to change course, speed, or

to stop his engines etc. as far as it is safe to do so. Should the instructions
of the VTS conflicts with masters assessment of vessels safety, then the
master is to inform the VTS of his intentions and reach a compromise as
far as possible. The master is in no manner relieved of his responsibility
for the safe navigation and operation of the vessel.
e) Constraints
f)
The manoeuvering characteristics of the ship shall be taken into account

when planning various manoeuvres during the passage.
The degree of reliability of the ships equipment, steering and propulsion

gear in the weather expected to be encountered.
Any special requirements/restrictions due to the ships cargo should also

be taken into account.
For navigation in Ice Conditions, refer to the Admiralty Mariners

Handbook, Sailing Directions and SSMM 7.33
Under-Keel Clearance
The ships draft should be known at all stages of the passage so that under-keel
clearance can be calculated for those parts of the voyage where water depths are
restricted.
The following factors should be taken into account when calculating the ships
deepest navigational draft:
Changes in trim that might have occurred since the last draft was sighted.
Changes in bending moments that might have resulted in a deepening of

the mid or end drafts.
Changes in the salinity of the water.
The angular increase of draft due to heeling / rolling if such may occur.

MANUAL
BRIDGE PROCEDURE
The effect of passing others ships in a narrow channel.
Squat*
*Squat is the sum of bodily sinkage and trim occurring when a ship moves
through the water. Masters should be aware that squat increases with speed,
shallow water and confined water.
Ships not having access to sufficient means to enable them to calculate squat
must acquire such means through their Company. The recommended minimum
Under Keel Clearance (UKC) is as follows:
1. Whilst underway in ocean passage - 15% of the vessels deepest
navigational draft.
2. Whilst underway in shallow / narrow water / port limits - 10% of the
vessels deepest navigational draft.
3. Whilst moored, including SBM / CBM mooring - the greater of 1.5% of the
vessels extreme breadth or 0.30m.
Ships are to calculate and record in the voyage and pilotage plans the expected
minimum UKC, based upon the ships draft, charted depths and tidal heights.
If vessel does not meet minimum UKC criteria or UKC is computed to be less
than 2 metres (open sea) or 0.5 metres (during approach, transit or alongside)
Master shall notify Company prior to transit.
Where the regulations of any National or Port Authority or any terminal operator
require a UKC in excess of the above then such greater allowance shall be
complied with. If any disputes arise in this regard with Charterers or Commercial
operators, the Master shall contact the Company.
The following factors should be taken into account when calculating the
anticipated controlling depths as under keel clearance can be affected by several
factors and allowances should include, but not necessarily be limited to:
The predicted height of the tide;
Changes in the predicted tidal height, which are caused by, for example,
wind speed and direction and high or low barometric pressure;
Nature and stability of the bottom i.e. sand waves, siltation etc.
Accuracy of hydrographic data, a note as to the reliability of which is often

included on charts
Change of water density and the increase in draught due to fresh water
allowance;
The vessels size and handling characteristics and increase in draught

due to heel;
Wave response allowance, which is the vertical displacement of the hull

due to heave, roll and pitch motions;
The reliability of draft observations and calculations, including estimates of

hogging and sagging;
Reduced depths over pipelines and other obstructions
Any reported geographical phenomenon such as bores.
Any other information or notice promulgated by the port authorities or

agents etc
Once the available under keel clearance has been calculated taking into account
all the applicable factors, including those above, it should then be determined
whether any speed reduction is required to counter the effects of squat.
Squat information relevant to the vessel for both loaded and ballast passages
should be readily available on the bridge.
Whenever there is doubt that sufficient clearance cannot be maintained during

MANUAL
BRIDGE PROCEDURE
any part of the voyage, the master must:
Inform the Company at the earliest opportunity;
If within port limits, obtain the latest sounding information, including the
nature of the bottom, directly from the local agents / authorities or terminal
well before arrival. Should this not be available, the master should request
guidance from the company.
If alongside, vacate the berth if in any doubt about the risk of grounding. It
should be recognized that occasionally smaller vessels take the ground
i.e. sit on the bottom - at some ports. This may even be to the extent that
the berth dries out completely. In such circumstances considerable
reliance is placed on previous experience, as often there is no other
information available to ensure that the berth is safe. In such
circumstances, documentary evidence should be sought to demonstrate
that the Master is aware that the vessel takes the ground at these
particular ports and that the situation has been fully assessed, including
the effects of stress and stability and the nature and level of the bottom.
Adequate procedures should be in place for maintaining services such as
fire fighting and engine cooling water.
g) Bank Effect and Interaction

Bank Effect refers to the tendency of the stern of a ship to swing towards the near
bank when operating in a narrow waterway, with the bow correspondingly
swinging towards the centre of the waterway.
This is due to the asymmetric flow of water around the ship in the vicinity of a
bank causes pressure differences on both sides, resulting in lateral forces that
initially pushes the entire ship towards the near bank, with the bow then
becoming cushioned off, and the stern suctioned in towards the bank.
This phenomenon depends on parameters such as bank shape, water depth,
channel width, ship speed and propeller action.
The Bridge Team must be aware of and alert to such effects on the ship and
strive to keep the ship in the centre line of the deepest water section of a channel
as far as possible. However should the vessel experience such effects, the
Bridge Team must be ready to use early and judicious speed and rudder
adjustments to counter them (see also section 8.3 Special Notes)
Interaction between ships is often experienced by ships passing or overtaking in
narrow channels or at very close range in open water. Interaction may manifest
itself in several ways such as lateral movement towards the other ship, sudden
course changes or unexpected speed reduction.
When passing each other, the interactive effect is to push the bows of both ships
away from each other. However when overtaking, there will be a tendency for
ships to be attracted towards each other due to the reduced water pressure
between the underwater portions of the hulls. This is sometimes more
pronounced if one ship is larger than the other.
The Bridge Team must be aware and alert to such effects and should strive to
navigate as far as safely possible from the other ship, and be ready to use
countering rudder and speed adjustments if interaction is experienced.
h) Air-draft Consideration
Wherever the vessel's route passes under overhead obstructions such as fixed
bridges, power lines, cable-car wires, airport runway approaches etc, due
consideration shall be given to the height restriction as indicated on the chart,
sailing directions or port notice. Safety margin for passing under bridges shall be
a minimum of 2 meters or the local port requirements, whichever is the greater.
If the vessel has foldable masts or needs to lower ramps or other structures in
order to make safe passage, these should be folded or lowered in good time

MANUAL
BRIDGE PROCEDURE
before underpass to avoid any last minute danger in case of a mechanical hitch.
Air draft of vessel should be checked and ensure is suitable for clearing
obstruction enroute.
i)
Contingency plans
Certain circumstances may require alternative action to place the ship out of
danger.
Such circumstances should be taken into consideration and planned for.
Ref. Emergency Response Plans.
The plans should include among other things:
j)
Alternative routes
Safe anchorage
Waiting areas
Emergency berths or places of refuge
Abort Plans
Points of no return shall be clearly understood by the bridge team, and with
respect to these points, plans should be drawn showing the last position where
the voyage plan can be aborted, depending on depth of water, sea room, turning
circle etc.
k) Marine Protected Areas (MPA)
Because of ecological, social, cultural, economic, scientific or educational
significance, certain sea areas are designated as Marine Protected Areas (or
endorsed by IMO/MEPC as a Particularly Sensitive Sea Areas (PSSA) if
vulnerable to damage by international shipping activities). These are marked
either on Charts, mentioned in the notes or made known by means of Marine
Notices. The voyage plan shall take into consideration the need to either, avoid
these areas altogether, or report passage through or near them, use compulsory
pilotage as required and/or prohibit the discharge of wastes, ballast water or
other substances in their vicinity.
4.3.3.3
Execution and Monitoring

The OOW is authorized to deviate from the plan for the safety of the ship due to
any sudden and unexpected danger to navigation. The Master must be advised
of the action as soon as possible.
The Master must closely monitor the passage and may amend the voyage plan if
any important parameters are changed.
Position of the vessel shall be plotted using all available means. Visual or radar
fixes should complement the electronic system fixes. This will check the accuracy
and reliability of the electronic systems. Limitations of the electronic navigational
aids should be known to the OOW, to avoid over-reliance on these systems (Also
refer 7.3.13.8)
Care must be taken where the chart datum differs from the datum of the
electronic system such as the GPS. A datum shift will have to be applied. The
Notices to Mariners contain the corrections to be applied to satellite derived
positions and should be used. This information is included as a note on the
affected charts.
During coastal navigation, fixes should be plotted at frequent intervals.
Visual navigation aids such as lights must be positively identified before use.
Floating navigation aids such as buoys must be used with caution and fixes using
fixed objects preferred, as in some circumstances, such as Ice Conditions such
floating aids may not be in position.

MANUAL
4.3.3.4
BRIDGE PROCEDURE
Evaluation
The effectiveness of the voyage plan shall be evaluated at the end of the voyage
or at the earliest opportunity thereafter (unless the vessel is on a fixed short run
where it may be done at intervals not exceeding 2 months). The evaluation shall
aim at the safety improvement to courses, speeds, areas to be avoided due to
concentrations of fishing or other vessels, pilot comments, etc, based upon actual
experiences during the just completed voyages. This evaluation can be as free
text page attached to the voyage plan.
Any significant changes, which were brought about or required, shall be recorded
for planning subsequent voyages. This will also help junior officers in the practical
aspects of safe navigation. (Also Refer 2.2.4)
After completion of the voyage the voyage plan forms shall be filed in sequential
order as per the Filing system.

MANUAL
BRIDGE PROCEDURE
Protective measures may include traffic separation schemes, no anchoring areas, two-way routes,
areas to be avoided for all ships or certain ships (ships > 200 gt carrying hydrocarbons and hazardous
liquids in bulk), deep-water routes, compulsory reporting and traffic surveillance, recommended and
compulsory pilotage, MARPOL Special Area, SOX Emission Control Area etc.(Also refer to chap.
4.3.3.2.10)
5.1.1 Objective
The objective is to ensure that the ship establishes a standard for the updating and
use of charts and nautical publications carried on board.
5.1.2 Standard
The companys primary Method of Navigation is paper charts issued by British
Admirality (BA).
Exceptions to these are where local charts exceed the BA charts in information and
scale usefulness. Such charts must be produced or authorized by a national
hydrographic office. The vessel must have the means to keep these local charts upto-date at all times.
Only a type-approved Electronic Chart Display and Information Systems (ECDIS)
operating with up to date official Electronic Navigational Charts (ENC) and with
appropriate back-up may be used to replace all paper charts on a ship.
ENC must be approved by Flag State and may be used as the primary navigation
system once approved backup (refer chapter 5.3) has been established,
considering ship type, trading areas, status of crew training, bridge procedures
and/or specific owner requirements.
Vessels maybe enrolled with auto supply services to ensure timely delivery.
Safe usage of ECDIS requires crew to be trained in accordance with industry and
company approved training requirements.
.2.1 Second Officer
The Second Officer shall be responsible for the upkeep of the charts and nautical
publications.
Cancelled charts and publications shall be clearly marked accordingly and removed
from the bridge.
Careful attention shall be paid to the procedures described in the booklet HOW TO
KEEP YOUR CHARTS UP TO DATE (TECHNICAL LIBRARY REF A48) when
executing chart corrections, including corrections given through T&P Notices and
Radio Navigational Warnings.
5.2.2 Third Officer
The Third Officer is responsible for the upkeep of the List of lights and Radio
Volumes. On ships with a Radio Officer, the latter shall keep the radio volumes
updated.
5.2.3 Master
If the Master finds that the responsibilities in this section can be better maintained by
dividing them in a different manner among his watch-keeping officers, he is free to do
so.
The Master shall check that:
The latest editions of charts are on board.
The paper charts are kept up-to-date and corrected to the latest Notice to Mariners on board
The electronic charts are updated to the latest updates received onboard prior to use
Delays in receipt of Notices to Mariners are made known to the Company immediately.
In case of undue delay in receiving Notice to Mariners, the Master shall arrange to
obtain them locally.
For charts other than BA charts, the Master should obtain Notices to Mariners locally.

MANUAL
5.3
BRIDGE PROCEDURE
Electronic Charts
Unlike paper charts, electronic charts need to be displayed on an electronic chart
display system which can be in one of two formats:
Electronic Navigational Charts (ENC) a vector based system chart that is

defined as a digital database, standardized as to content, structure and
format, issued for use with ECDIS on the authority of a government
authorised hydrographic office.
Raster Navigational Chart a chart derived by video or digital scanning

which result in a computer photograph of an existing paper chart.
ENCs used in ECDIS (Electronic Chart Display and Information Systems) and
meeting the requirements of IMO Resolution A817(19) have the legal equivalency of
paper charts.
For convenience, some vessels display their position on Raster Chart Display
Systems (RCDS) as a guide to their position. Such vessels shall maintain a full suite
of up to date paper charts for the voyage which shall be used as the primary method
of navigation. (refer. chapter 5.1.2)
The use of privately owned and / or pirated electronic charts or their associated software
onboard is strictly prohibited.
5.3.1
ECDIS
If changing from paper charts to ECDIS as the primary means of navigation onboard,
the following shall be complied with:
ECDIS shall be listed in the SEC Form E or (Form P for passenger ships)
ECDIS - Type approved certificate shall be available onboard
ECDIS shall be maintained to the latest applicable International Hydrographic

Organization (IHO) standards,
Official Electronic Navigational Charts (ENC) shall be used and have an adequate,
independent back-up arrangement.
Demonstration on operational competence by the ships navigating officers

(eg. Safety checking of a voyage plan)
A Management of Change (MOC) must be prepared and sent to the office for
approval providing the reason for change
The Master and all Navigational Officers of vessels which have Electronic Chart Display and
Information Systems (ECDIS) as a means of navigation are required to have completed both
generic and equipment specific ECDIS training.
Documentary evidence of generic and equipment specific ECDIS training taken by Master
and Navigational officers must be available onboard.
Equipment specific training should concentrate on the functionality and effective use of the
system onboard. This training should at least cover the following areas.
familiarisation with available functions
familiarisation with the menu structure
display setup
setting of safety values
recognition of alarms and malfunction indicators and the actions to be taken
route planning
route monitoring

MANUAL
changing over to backup systems
loading charts and licenses
updating of software
BRIDGE PROCEDURE
Only equipment using official Electronic navigation Charts (ENC) issued by or on behalf of a
national hydrographic office is considered compliant. Equipment with non official charts (e.g.
C-Map) should not be used as the primary means of navigation and marked accordingly.
When using paper charts, positions are obtained and plotted from as many sources as possible
i.e. GPS, visual, range & bearing etc. Using ECDIS with GPS as its primary source of position
reference does not relieve the bridge team of regular position fixing of the vessel by other
means to confirm the ships position. ECDIS has a facility to manually plot your position as a
cross reference.
5.3.2
Layers
All layers are to be shown on ECDIS to avoid important information being missed, however if
the display is cluttered then low priority layers may be temporarily deselected.
5.3.3
Corrections
Corrections are usually made by CD updates and are to be kept up to date with the latest
Notices to Mariners.
Just as we would manually update paper charts when Nav warnings, Navtex messages or local
information is received, these may also be manually updated on your ENC.
5.3.4
Check Route
Routes should be checked visually and by using the automatic route checking facility. The
route check will only work when the appropriate cross track error limits and safety contours/
depths have been set up.
5.3.5
Electronic logbook
An electronic logbook is available with ECDIS and is to be saved together with the track of
the previous voyage. A copy of this record should be forwarded to the office in the event of a
maritime casualty, such as grounding, collision, contact damage with pier/lock etc.
5.3.6
Cross track alarm

Off course limits are to be set for each leg of the route. These vary according to circumstances
as decided by the Master (e.g. open sea 1 nm then reducing as the vessel approaches shallow /
congested waters).
5.3.7
Anti grounding function

This consists of a. Watch vector alarm (sometimes called a look ahead alarm)
This is set appropriate to speed and angle depending upon prevailing circumstances.
b. Three contours
-
Shallow contour
Used to indicate the sounding gradient graphically (This provides the navigator with
a visual warning that the vessel will most likely be aground if it transits that area).

MANUAL
-
BRIDGE PROCEDURE
Safety contour (Anti Grounding Alarm)

Visible boundary between safe and unsafe water, usually set to draft plus UKC plus
squat. This provides an audible and visual alarm warning that the vessel may be
required to take action to avoid grounding.
Deep contour
Minimum of twice the vessel draught to indicate when the effects of squat may be
more pronounced. This provides the navigator with an advanced visual warning that
the vessel is entering shallower water.
c.
Safety depth.
The safety depth is set to alarm if the vessel will pass over a sounding or danger which
she cannot safely pass over, usually set to the same value as the safety contour.
In alarm it will highlight the danger by a red box if any sounding or isolated danger with a
depth equal or less than the safety depth falls within the look ahead alarm zone.
Soundings that are equal or less than the safety depth not within the look ahead zone will
be highlighted in bold and those that exceed the safety depth are shaded out.
If there are wrecks, obstructions, rocks etc which are equal or less than the safety contour,
the chart symbols will automatically change to show a further visual warning.
Contours are available in increments i.e. 5, 10, 15, 20 meters etc. When you input your
contour value the system will automatically select the next highest contour (i.e. Safety
contour for the ship is 9M the system will select 10m). Input the value you have decided
upon i.e 13.5m and let the computer vary the safety contour automatically dependent on
the contour available for the ENC in use.
All paper charts on board must be catalogued in the chart folio index giving the chart number,
folio name and edition date, OR catalogued numerically or in any other systematic way that
enables easy retrieval of charts.
All corrections made on the charts shall be recorded against the respective chart numbers in
the correction log, NP 133A. The instructions on NP133A shall be followed. If the vessel has
other suitable chart correction recording system in place, it may be used in lieu of NP133A.
An entry must be made in the chart correction log on receipt of the Notices to mariners and
the date of completion of the correction shall be recorded in the log.
A record of the last update of the Electronic charts shall also be included in this log.
Where approved Electronic Charts are installed and used, these must be corrected up to date
for the intended voyage.
WARNING
The Manager, Flag and Port State authorities and other vetting inspectors, view failure
to maintain and correct charts and publications as a serious Non-Conformance. Such
non-conformances may lead to vessels detention or delay.
6. Unless there is a certified Radio Officer employed on board, the OOW is responsible for
ensuring compliance with the radio watchkeeping requirements as specified in the GMDSS,
SOLAS, ITU Radio regulations, and any other local watchkeeping requirements.
The ships routine radio traffic must not interfere with more essential communication.
The order of priority shall be followed. The order of priority of the radio
communications is as follows:
Distress
Urgency
Safety

MANUAL
BRIDGE PROCEDURE
Routine
Reporting must be done of dangerous conditions or other hazards to safe navigation,
such as tropical storms, dangerous ice or dangerous wrecks for which no previous
warnings have been received. Refer to SOLAS Ch.5 for furthe
6.3 DAILY REPORTING
Daily reports shall be transmitted to the Company in accordance with SOLAS V -28.
This report shall be sent at a time determined between the Master and the Company.
On the ship only the Master can initiate distress communications. Such
communications shall be made over the allotted terrestrial or satellite channels.
On receiving a distress alert appropriate to the ships location, the OOW shall
immediately inform the Master.
The upkeep of the log shall be assigned to an officer designated by the Master.
This log must be maintained with up to date records of:
Distress, urgency, safety traffic and important incidents related to radio
services.
Important radio service incidents such as the breakdown of
communication with other stations and the malfunction of associated
equipment.
Position of the ship at least once a day.
Maintenance and up keep of the equipment and batteries.
Daily and periodic tests of the GMDSS equipment.
On load and off load daily test of the batteries.
Weekly live tests of DSC safety and distress test of equipment.
Weekly hydrometer.
The following shall be appended to the log.
Printouts of self-tests conducted on the radio equipment.
Printouts of DSC, Satellite distresses alerts and communications.
5.3.1
Inspection of the Log

The Master must inspect the Log and sign in accordance with the instructions
contained within the Log and Flag State requirement, if any. Where such
instructions are not provided and Flag State has no specific requirement, the Log
shall be signed on a daily basis.
5.3.2
Disposal of the Log

The log shall be retained onboard indefinitely unless otherwise specified by the
vessels Flag State requirements, which will then apply.
The VHF should not be used for agreeing on collision avoidance measures with other vessels.
However, at the discretion of the Master, when positive identification is ascertained,
avoidance measures may be agreed with the Master of the other vessel.
Avoidance manoeuvers should be taken as early as possible in accordance with the
COLREGS. However in pilotage waters and when sailing under traffic control and reporting
systems, valuable information can be received from shore based VTS and the VHF can be
used for execution of a safe passage.
6.6.1 Use of Channel 16

Refer to the placard P12 for guidance on the proper use of VHF Channel 16.

MANUAL
BRIDGE PROCEDURE
Inadvertent transmissions of false alerts should be guarded against. If an alert does

get transmitted, the ship shall immediately broadcast a message to all stations to
cancel the alert.
The equipment must be reset thereafter.
In case a distress alert is inadvertently transmitted by an EPIRB, the most appropriate
RCC should be contacted immediately and the alert cancelled.
While AIS allows for safety related ship-to-ship text messaging to communicate with
others, these communications do not relieve the vessel from the COLREG
requirements.
All watchkeeping officers shall be responsible for familiarizing themselves with
the location and operation of Bridge and Navigation Equipment. The Checklist B01 refers.
They shall acquaint themselves and comply with instructions mentioned in the
makers manual, particularly with regard to operation, controls, fault finding and
maintenance.
Where shore-based maintenance is required, as much notice as possible shall be
given to the vessel manager.
However the Second Officer is responsible for maintenance schedules,
inventorying spares and record keeping. Record keeping shall include retention
of used printer rolls from Bridge and Navigation equipment such as Navtex,
Weather Fax, GPS, AIS ,Echo Sounder, Course Recorder and Engine Order
Printers. Their retention period, unless stated otherwise in this book, shall be two
years.
The Second Officer shall ensure that a sufficient stock of essential spares,
navigation light bulbs, paper rolls for various printers (e.g. Navtex, Weather Fax,
GPS), echo sounder rolls, course recorder charts and radar plotting sheets are
maintained on board.
All navigational equipment shall be routinely checked by the OOW to ensure the
equipment is fully operational. (See 7.3)
A summary of OOW checks are contained below for easy reference. Where no
specific period is given, manufacturers instructions are to be followed.
Checks per watch
Equipment
Ref/ Remarks
Gyro/ magnetic compass error
BPM 7.3.3, 7.3.4
Off course alarm
BPM 7.3.5
AIS
BPM 7.3.17
Performance
Radar
Monitoring
Steering gear (as per SOLAS)
Of
BPM 7.3.13.2
Placard PD11
Daily Checks
Equipment
Ref/ Remarks
Course recorder
BPM 7.3.6, 3.2.4.9
Navigation lights
BPM 7.3.15
Hand Steering
BPM 3.2.4.9

MANUAL
BRIDGE PROCEDURE
Telephones, clocks, whistles,

chronometers,
bridge/er
telegraphs, revolution indicator,
general alarm
BPM 3.2.4.9
GMDSS Daily checks
As per GMDSS Log
Weekly Checks
Equipment
Ref/ Remarks
Steering unit changeover
BPM 7.3.1
Magnetic compass
BPM 7.3.4
GMDSS Weekly checks
As per GMDSS Log
Monthly Checks
Equipment
Ref/ Remarks
Rate of Turn indicator
BPM 7.3.7
GMDSS Monthly checks
As per GMDSS Log
Annual Checks
3.1
Equipment
Ref/ Remarks
Magnetic compass
BPM 7.3.4
VDR
BPM 7.3.18
Operation and Maintenance

Maintenance of all equipment shall be as per makers recommendations and
shall be included in the ships planned maintenance system.
Ship staff shall consult the manufacturers manual when operating the respective
system onboard.
Any deficiencies within automatic recording aids on the bridge (ECDIS Track
Recorder etc.) are corrected as soon as possible.
3.1.1
Steering Gear
The steering gear shall be tested as per SOLAS requirements. (Refer Placard
P11)
3.1.2
Steering Control
The changeover system for the steering units shall be tested at least once a
week whilst the ship is at sea.
The rudder, counter-rudder and weather settings of the autopilot shall be
changed by the OOW depending on the weather conditions.
3.1.3
Gyro Compass
Speed and latitude corrections if not automatic, shall be adjusted as the values
change.
The overhaul period of the gyrocompass shall be as specified by the
manufacturer.

MANUAL
BRIDGE PROCEDURE
Onboard maintenance if specified in the Gyro manual shall be carried out and
recorded.
Checks that repeaters are aligned with the master gyro shall be regularly carried
out and always before departure port.
The gyrocompasses shall, as far as possible, be run continuously.
The compass error shall be monitored every watch, if possible.
Unless otherwise defined by the maker, gyro error shall not exceed +/- 0.5
degree.
In the event of gyro failure, the following steps shall be taken:
3.1.4
Inform the master
Change over to hand steering for steering with magnetic compass.
Apply compass deviations with deviations curve and variations as given

on the chart to obtain the compass error.
Take frequent magnetic compass errors, at least once every half hour, if
possible.
Consider effect on other navigational and communication equipment

which have a gyro feed especially Radar/ARPA, AIS and ECDIS and
enter headings manually where possible.
Plot positions more frequently to confirm course made good and allow
correction to course steered.
In coastal waters, make good use of parallel indexing technique to keep

vessel on charted track.
Secure True course run (Course made good) by plotting GPS position
and verify with Heading of Magnetic compass.
Reduce speed if considered necessary
In the meantime, to check Instruction Manual for troubleshooting guide.
Inform office to arrange repair at next port.
Caution pilots and port authorities at next port, through the agent about
gyro unavailability.
Enter time of gyro failure in Deck Log Book.
In the event of failure, the following steps shall be taken:

a) switch over to back up Gyro for vessels fitted with second set
b) monitor until vessel is following the correct course
c) compare gyro error with Compass / Charts / /GPS data
Magnetic Compass
A licensed compass adjuster shall be called after every major refitting, structural
modification, or extended dry dock to adjust the compass and issue a Compass
Deviation Card that shall be posted at a conspicuous location on the bridge.
At annual intervals, the Master shall verify that values given in the above Card
still hold well. Such verification shall be posted next to the Compass Deviation
Card.
The OOW shall check the compass deviation every watch, if possible. (Ref
3.2.4.9)
Checks for bubbles shall be done once per week and replenish with a mix of 50%
Ethyl Alcohol and 50% Distilled water if required.
On ships where magnetic compass control of the automatic pilot is possible, such
systems shall be tested weekly (in clear areas and weather).

MANUAL
3.1.5
BRIDGE PROCEDURE
Autopilot
The autopilot shall be operated where it is safe and practicable.
The off-course alarm shall be checked for proper functioning once per watch. The
OOW shall adjust the settings depending on the weather conditions.
3.1.6
Course recorders
Course recorders shall be kept on at all times, except when alongside the berth
for more than 24 hours.
The course recorder shall be checked for accuracy of heading and time and
marked with the ships position every noon when at sea, and every departure and
arrival port or anchorage.
In cases of incidents such as collision or grounding, the course recorder chart
shall be signed and marked with time, course and position.
3.1.7
Rate of turn indicator

The rate of turn indicator should be tested for accuracy at least at monthly
intervals, where distance between pivot point and bow is large.
3.1.8
Speed logs
When the speed log is connected to the radar it should be borne in mind that:
generally speed through the water is used for collision avoidance.
generally speed over the ground is used for navigation.
If the speed log tube protrudes beneath the ships keel, the Engineer on watch
should be instructed to retract it when under keel clearance is minimal, or when
there is a danger of fishing net entanglement.
3.1.9
Echo Sounder
Depth shall be continuously monitored by means of the Echo-sounder when
making a landfall, or navigating in the vicinity of shoals, when anchoring or when
navigating in/near an area where the survey data is inadequate, or when
transiting narrow channels.
Care should be taken when comparing soundings with the chart readings if the
units of measurement differ.
Preset depth alarms if fitted, shall always be used.
The echo sounder recorder should be switched on prior to each approach to
shallow water and port entry and prior to departure and remain in operation while
in shallow waters. The date and time of switching on should be marked on the
recorder chart. In addition, the date and time of passing significant land or
seamarks should be marked on the recorder.
Many modern electronic echo sounders have an in-built 24-hour memory which
can be recalled. If an electronic memory is not provided, the echo sounder should
be provided with a printed record.
The echo sounder printout shall be marked with date and time or an electronic
event recorded of any incident involving bottom contact or suspected bottom
contact.
3.1.10
Electronic Position Indicating systems (GPS or Other Systems where fitted)

The OOW shall understand the capabilities and limitations of such equipment and
must not be over-reliant on them.
The positions derived from these systems should be frequently checked by
radar/visual fixes, to monitor reliability.

MANUAL
BRIDGE PROCEDURE
Navigational warnings must be monitored for notices about any degradation of

these systems.
GPS receivers calculate the position with reference to WGS84 datum. If the chart
datum differs, a datum shift will have to be applied. On many receivers this
correction can be performed internally.
3.1.11
Secondary Ship Position

Chronometers / Almanacs)
Indicating
Equipments
(eg.
Sextants
In case of failure of primary electronic position indicating systems, the ships

secondary ship position indicating equipments (eg. sextant, chronometers and
almanacs shall be available for use.
3.1.12
Radar / ARPA
3.1.12.3
General
The radar is the primary equipment for the purpose of collision avoidance. It shall
be used to complement a Proper Bridge Watch.
The radar is also used for position fixing in conjunction with other methods.
It is recommended that at least one radar shall be in use when navigating in open
waters and two radars in use when in more congested waters and when arriving
and departing port.
7.3.12.2
Performance Monitoring
The effectiveness of the radar(s) as measured by the performance monitor(s)
should be recorded by the OOW at the end of each watch whenever the radar(s)
are operational to ensure that optimal efficiency is being maintained. A numeric,
percentage, graphical, or other measurement value should be recorded. For
ensuring reliability of positions and collision avoidance data, the inputs of the gyro
and the speed log shall be checked. The accuracy of the Heading Marker,
Variable Range Markers and Electronic Bearing Lines shall be monitored.
Blind sectors should be detected and noted.
7.3.12.3
Radar Log Book

Performance Monitor readings and details of any blind sectors detected shall be
documented in the Radar Log Book.
Failure or degradation of the Radar, or any unusual performance characteristics
shall be logged.
This Log Book shall be retained on board after completion for an indefinite period.
7.3.12.4
Plotting
If the ARPA is inoperative, or if its performance is degraded, manual plotting shall
be carried out for collision avoidance. If the vessel does not possess a Reflection
Plotter, then an adequate supply of Radar Plotting Sheets shall be carried on
board.
7.3.12.5
Warning Features
All available features, such as Early Warning Alarms should be used to create a
safety zone around the ship.
7.3.12.6
Parallel indexing
Parallel indexing should be used when passing navigational hazards and land to
ensure safe distance. The technique should also be used to maintain an
approach track in cross-tidal streams.

MANUAL
7.3.12.7
BRIDGE PROCEDURE
Clear weather Practice

In clear weather, the OOWs should practice collision avoidance exercises using
the Radar / ARPA in comparison with visual inputs available to them.
7.3.12.8
Radar / ARPA Limitations

The radar control settings should be checked frequently and adjusted to ensure a
good quality picture.
It should be realized that at times the radar may not detect all objects. Small
objects and ships may not be detected due to clutter or when the ship is rolling
heavily in rough seas.
ARPA-indicated Closest Points of Approach (CPA) shall not be implicitly relied
upon, especially when CPAs are small.
The ARPA being used for anti-collision shall have log speed input.
The ARPA alarm shall be set to a range that commensurate with the traffic.
3.1.13
Alarm Systems
Where alarm systems have been fitted on the Bridge, these must be left on whilst
the vessel is at sea.
A Bridge Navigational Watch Alarm System (BNWAS) is required to be installed
onboard all vessels and shall be in operational whenever the ship is underway at
sea.
The purpose of the BNWAS is to ensure that a vessel is under the control of the
Officer of the Watch (OOW) at all times and to ensure the wheelhouse is never
unmanned.
The OOW must reset the BNWAS within a set time period.
Should the OOW be unavailable or unable to interact with the BNWAS, the
system will enter a sequence of alarm stages. In a typical set, the stages will be
as follows:
Stage 1: - Audible and Visual alarm local to the wheelhouse
Stage 2: - Additional audible and visual alarm in chosen Officers cabin
Stage 3: - Additional Audible alarm ship wide
Stage 4 (Optional): - Integrated with the ships SSAS
3.1.14
Navigation Lights
Navigation Lights Failure Alarms must be tested daily whilst at sea and prior to
departure from port. Procedure for such test shall be as described within the
makers instruction manual.
When lamps are changed or maintenance done, it should always be ensured that
the specifications for Navigation lights as per COLREGS are followed.
3.1.15
Integrated Bridge System (IBS)
7.3.15.1
General
The IBS is a combination of many Navigating system inputs. They are
interconnected in a central monitoring system.
On ships equipped with Integrated Bridge Systems (IBS) the Master should
review watch routines and navigational practices on board to ensure that the
system contributes to the efficiency within the bridge team.

MANUAL
7.3.15.2
BRIDGE PROCEDURE
Cautions
Since all essential systems are linked together, the IBS depends on the proper
functioning of the individual systems. All connected equipment must be monitored
frequently.
Effectiveness of pre-set values should be checked.
Course alterations shall commence only after the OOW has acknowledged the
alter course alarm. The preset turn radius and rate of turn shall be checked for
each alteration, to ensure that the values are suitable to the available sea room.
The OOW shall discontinue automatic track keeping if any malfunction takes
place.
Over-reliance on the system should be avoided.
7.3.15.3
Simulation Exercises
Simulated exercises should be performed at intervals to assess the effectiveness
of the procedures. Any procedures suggested for the exercises by the
manufacturers should be used. Performance of the system should be monitored
for errors and recorded. Errors should be rectified before the system is used.
3.1.16
AIS Operation
The Automatic Identification System (AIS) unit should always be in operation
when the ship is underway or at anchor.
If the Master believes that the continual operation of AIS might compromise the
safety or security of the ship, the AIS may be switched off and such occurrence
shall be logged in the security log book, VTS and Captain of the Port Informed.
The Master and/or the OOW should check the following data at the start of the
voyage and whenever changes occur, as follows;
Manually inputted using an input device such as a keyboard:
Static InformationVessel call sign, name, IMO identification number,

dimensions, type;
Voyage-Related InformationDraft,
estimated time of arrival;and
cargo
type,
destination,
and
Automatic inputted signal interfaced with sensors of bridge equipment:
Dynamic information The master is responsible to ensure that the

external sensor inputted information i.e. speed, UTC, position (based on
WGC84 datum), course, rate of turn etc. are accurate.
Input in AIS such as vessel position, heading and speed shall be checked at
every watch handover / takeover. Own ship status shall be corrected on berthing
/ unberthing / anchoring / underway etc.
The target data received on the AIS shall be cross-checked with the information
from the radar for its effectiveness.
AIS message test (Interrogation) shall be carried out on a regular basis.
The setting on the AIS shall be changed for the appropriate navigation status for
situations of NUC (Not Under Command) during emergency response. By the use
of AIS, the vessel could warn all approaching vessels of her current navigation
status more closely and beyond the visual range.
On Tankers AIS transmission power shall be maintained at Low Power (usually
2 watt) during cargo operations or when at berth or switched off if required by
terminal safety regulations.

MANUAL
3.1.17
BRIDGE PROCEDURE
Voyage Data Recorder (VDR)

The VDR shall remain fully operational at all times.
In the event of a navigational incident and/or maritime causality, VDR data shall
be downloaded and stored. The VDR should not be stopped immediately
following an incident but within a reasonable time period that allows post incident
data to be recorded, and not too long that would erase relevant pre incident data.
VDR data is very important towards identifying the cause of any accident and
therefore must be preserved and provided to incident investigators when
requested. At least 1 additional memory card should be available to allow a
download to be sent ashore and the system should be able to continue running at
all times.
The VDR system, including all sensors, shall be subjected to an annual
performance test. The test shall be conducted by an approved testing or servicing
facility to verify the accuracy, duration and recoverability of the recorded data.
In addition, tests and inspections shall be conducted to determine the
serviceability of all protective enclosures and devices fitted to aid location. A copy
of the certificate of compliance issued by the testing facility, stating the date of
compliance and the applicable performance standards, shall be retained on
board the ship.
3.1.18
Inoperative Equipment
Equipment that cannot be rectified or is not planned to be rectified should be
removed in consultation with the vessel manager.
8.1.1 Applicability
Applicable to tankers 1600 G.T. and above, when navigating in U.S waters.
8.1.2 References
Title 33 CFR Part 164 Navigation Safety Regulations.
Title 46 CFR Part 35 Operations.
The titles must be consulted for full details.
8.1.3 Guidelines
The amendments are mainly prudent seamanship.
The Master shall ensure that the above is complied with and that records are maintained in the
deck and engine logbooks.
8.1.4 Main Features

These procedures shall be followed when navigating in U.S. Waters.
There must be at least two licensed deck officers on watch on the bridge, of which one may be
the pilot.
One licensed engineer is to be physically present in the engine room.
The vessel can operate with an autopilot engaged only if ALL the following conditions exist:
The operation and performance of the automatic pilot conforms to IMO standards.
A qualified helmsman is present at the helm at all times to assume manual control.
The tanker is not operating in any of the following areas:
- In traffic separation schemes or safety fairways.
- In anchorage grounds.
- In an area within one-half nautical mile of any U.S shore.
Furthermore any local additional requirements for waterways must be complied with.

MANUAL
BRIDGE PROCEDURE
All vessels navigating through the entrances to the Baltic Sea shall, amongst
other recommendations / guidelines (local and international), comply with the
recommendations described in the Sailing Directions, Ships Routing and the
instructions given on the charts being used. In addition, Ships of greater than
40,000 deadweight, shall use for the passage, the pilotage services locally
established by the coastal states, during ALL laden passages.
Below recommendations and guidelines supplement the existing procedures in
the Bridge Procedures Manual for planning and executing a passage through
narrow channels, canals and rivers. The below guidelines are provided for
careful evaluation and implementation by the bridge team.
The vessel should have onboard the Suez Canal navigation rules.
It is recommended that Master should be on the bridge and Chief Engineer in the
Engine Control station during the transit period.
Responsibility & Familiarization:
Master is fully responsible for the safe navigation of the vessel at all times,
whether a pilot is onboard or not. His situational awareness is paramount
for the successful passage through the canal.
Master should not allow himself to be distracted by agents, chandlers etc
during navigation. If he really must attend to agents for a few minutes, his
2nd in command should be on the bridge, who should never hesitate to
call the master if he feels that there is something is going wrong.
The bridge team should be familiar with the guidance and recommendations
provided in the Sailing Directions, Guide to Port Entry (please also refer to
the very important information regarding the canal depths, widths, etc
which are provided in the plans at the end of the book), Suez Canal
Navigation Rules to Masters and other publications onboard. If vessel
does not have the Suez Canal Navigation Rule Book onboard, please
obtain a copy from the agent on arrival.
Prepare a voyage plan and hold a meeting with the bridge team. All team
members should clearly understand and execute their duties.
Master Pilot Relationship
The relationship between the Bridge Team and the Pilot is very important for the
success of the operation. All necessary information should be given in the Pilot
Information Card for the pilot. Similarly Master should obtain required information
from the pilot as necessary.
All bridge team members must behave & display total professionalism. It is
expected that no activity other than navigation would take place on the bridge.
As such, if anyone (including the pilot) is found to be acting differently (e.g.
reading news papers, talking on the telephone, etc), it should be politely but
firmly stopped.
Navigation:
Composition of the bridge Team for the Suez Canal transit is as per Watch
Level 4. If any of the bridge team members is required to leave the bridge
for any reason, his reliever should be on the bridge and duties properly
handed over.
All navigational equipment and recording instruments should be calibrated
and functional tests conducted, prior to commencement of the transit. This
includes all gyro repeaters (even on the course recorder), engine
movement recorder (for time/date), etc. It is important that this check is

MANUAL
BRIDGE PROCEDURE
repeated before resuming passage if the vessel anchors or stops anytime

in the canal.
The Echo Sounder minimum depth alarm should be set (please consider
squat in canal condition).
Monitor the distance between the ships ahead and astern. Canal
recommended distance should be maintained.
Proceed only at canal recommended speed. Requests for more speed must
be politely denied. This information is available in the Suez Canal
Navigation Rule book.
Chart observed positions use GPS positions as reference checks only.
Maintain the vessel in the center of the channel. NOTE: Experience has
shown that sometimes the pilot asks the helmsman to follow the ship
ahead. It must be remembered that the ship ahead may not be in the
center of the channel.
It is recommended that the helmsman steer the vessel for not more than 2
hours at a time (preferably 1 hour) so as to maintain efficiency and
concentration.
Two steering motors should be on throughout the passage, unless the
vessels design allows a different configuration.
VDR, if fitted, should be on at all times.
Record Keeping:
All logs and records should be diligently completed in a manner that the vessels
passage through the can be re-constructed. Particular reference is made to the
following:
Course recording paper should be marked for position (i.e. passing kilometer
stone number) regularly, say every 2 hours.
The Echo Sounder & recording paper should be kept on through out the
transit. This paper should be marked for scale used, date, time and
position regularly. Also it should be marked every time the scale is
changed.
Change of conn between the pilots should be recorded.
If GPS or any other navigational equipment is fitted with a recording
capability, it should be kept on recording mode throughout the passage.
Pre-Arrival preparations (additional)
All helmsmen should practice hand steering for at least 2 hours each, prior
arrival Suez Canal, to strengthen their steering abilities.
Duty roster for all staff should be posted up
Test the Steering light is functional
Test the Suez Canal light is functional and complies with the canal
requirements.
Ship staff briefing for the passage through the canal is completed. This
briefing should include navigational and passage conduct, monitoring of
position & speed, emergency procedures, etc.
Complete the emergency steering drill and testing the system
Special Notes:

MANUAL
BRIDGE PROCEDURE
The sides of the Suez Canal are not vertical, but sloping inwards in to the canal.
The effect of this is that:
1. The effective width of the canal is reduced, depending on the ships draft. As
such when making the voyage plan, please marks along the channel the
reduced with of the canal applicable to the vessel at the time. Such
information is available in the Sailing Directions and Guide to Port Entry.
2. It should be appreciated that the due to the sloping construction of the canal
sides, the side of the vessel would touch the canal sides with the echo
sounder showing sufficient UKC i.e. the vessel could be grounded even
though the echo sounder displays under keel clearance because the
transducer is close to the centerline of the vessel.
3. Extreme caution is to be exercised:
When the vessels are close to the south end of the canal (from KM 150 to
the exit). Many accidents are reported to have taken place in this range.
Towards the last 10-15 kilometers of the end of pilotage of each canal pilot.
This is the time when some may start a debate for gratuities and
concentration from navigation may be diverted.
4. If there is any doubt whatsoever that the vessel may have touched ground, it
should be considered that this is the case and action taken accordingly and
shore office contacted immediately for inspecting the ships bottom. A
protest should be lodged.
5. So far as practicable, stores should be received at anchorage or before
vessel commences the canal transit. However, if it becomes necessary to
receive stores when entering or exiting the canal, it is recommended that
minimum storing should be done to swiftly complete the operation. A
special team of crew member, who are not involved in navigation or in the
emergency anchoring team, should be used for this purpose.
6. Whenever the vessels voyage plan requires that the vessel to transit the
Suez Canal, the Master should liaise with the Ship Manager for assessing &
obtaining assistance (Marine Manager attendance for the transit) for the
canal transit.
SOME OF THE RECOMMENDED SAFE NAVIGATION PRACTICES IN THE
CANAL ARE (PLEASE USE THESE PRUDENTLY AS GUIDELINES):
1. Always remain in the centre or axis of the canal, where pressure from the
opposing banks is equal.
2. Vessel will seek axis of the channel, this is not necessarily the center of the
channel and depends upon the bottom profile and if the vessel is moving
around a bend.
3. Watch helm movements carefully. If two or more successive helm
movements are in the same direction it probably means that the vessel is
not in the axis of the channel / canal.
4. Do not exceed the canal recommended speed. An increase in speed
significantly increases the pressure wave and bank effect and reduces the
effect of the rudder. If you are experiencing handling problems, then slow
down.
5. Control a sheer with easy helm movements and if necessary the main
engine.
6. If a sheer has been controlled the bow will tend to swing rapidly back
towards the center of the channel. This must be controlled with opposite

MANUAL
BRIDGE PROCEDURE
rudder to prevent a rapid increase in the rate of turn and sheer into opposite
bank.
7. When stopping, normally it would be recommended to put rudder hard to
port and wait for port swing to commence, before maneuvering full astern
(for a right handed propeller).
8. When maneuvering astern, if a swing starts to build stop engine and give
ahead movements to control swing.
9. If required to use anchors, but wait until speed has dropped to 3kts or below.
Let go to 2 1/2 shackles and dredge anchors to reduce speed and control
swing.
10. Start turn 5 cables (radar range from bridge of VLCC) from buoys to adjust
for next set of buoys.
11. Ensure that adequate distance is always maintained between own vessel
and the vessel in front. In a loaded condition this distance will need to be
extended out to 2.5 to 3 KM.
Navigation in the English Channel requires careful voyage planning and
execution of the plan, in addition to the normal navigation procedures described
in this manual. Vessel should have onboard required updated navigation
publications (charts, sailing directions, ALRS, List of lights, ships routing, tide
tables, tidal stream information, etc) for the area, which should be used for
planning the passage.
Notes and warnings stated on the charts should be carefully noted for
compliance.
Whenever required or when in doubt, Master may obtain the assistance of a
deep sea pilot for this area, through the shore office.
The following publications are a part of the ships technical library and should be
used as guidance for navigating in these areas, in addition to the normal
navigation procedures. Whenever required or when in doubt, Master may obtain
the assistance of a Malacca Strait pilot for this area, through the shore office.
Guide to Safe Navigation in the Singapore Straits by Singapore

Nautical Institute
Passage Planning Guide Malacca & Singapore (2013)
When a vessel is required to navigate within the Japanese Inland sea

area, local information should be obtained from the agent, so far as
practicable.
Whenever required or when in doubt, Master may obtain the assistance
of an Inland Sea pilot for this area, through the shore office or the local
agent.
Wilhelmsen Ship Management

This is an uncontrolled paper copy of the Wilhelmsen Ship Management. Whenever
this document is revised, a printed copy of the new version shall replace the old if a
hard copy is required. It is the responsible of the reader of this document to ensure
that this paper copy is valid.

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WILHELMSEN SHIP MANAGEMENT

BRIDGE PROCEDURE MANUAL

1.2 - General Statement, Navigation

1.3 - Table of Contents

1.3 DS126 19 30/06/2014

2 BRIDGE RESOURCES MANAGEMENT

2.2 - The Bridge Team

2.3 - Lookout Requirements

2.4 - Watch Manning Levels

3 DUTIES AND RESPONSIBILITIES

3.1 IR002 10 30/06/2010

3.2 - Officer Of The Watch

3.2 IR003 13 30/06/2014

3.4 - Dedicated Lookout Man

3.5 - Master - OOW - Pilot Relationship

4.2 - The Voyage Plan Forms

4.3 - Responsibility And Planning Procedure

4.3 PD443 11 30/06/2014

5 CHARTS AND PUBLICATIONS

5.3 - Electronic Charts

5.4 - Chart Folio Index & Chart Correction Log

6.1 - Radio Communication

6.2 - Priority Of Communications

6.3 - Daily Reporting

6.4 - Distress Communication

6.5 - GMDSS Log And Record Keeping

6.7 - False Alerts

7.2 - Checks & Tests

7.3 - Operation And Maintenance

7.3 PD078 16 30/06/2014

8 REQUIREMENT IN SPECIFIC WATERS

8.2 - Baltic Sea

8.3 - Suez Canal Transit

8.4 - North Sea & English Channel

WILHELMSEN SHIP MANAGEMENT

BRIDGE PROCEDURE MANUAL

8.5 - Malacca/Singapore Straits

8.6 - Japan Inland Sea

WILHELMSEN SHIP MANAGEMENT

BRIDGE PROCEDURE MANUAL

WILHELMSEN SHIP MANAGEMENT

BRIDGE PROCEDURE MANUAL

1.2 General Statement, Navigation

WILHELMSEN SHIP MANAGEMENT

BRIDGE PROCEDURE MANUAL

WILHELMSEN SHIP MANAGEMENT

BRIDGE PROCEDURE MANUAL

be able to anticipate dangerous situations arising and recognize the development of a

WILHELMSEN SHIP MANAGEMENT

BRIDGE PROCEDURE MANUAL

From sunset to sunrise.

WILHELMSEN SHIP MANAGEMENT

BRIDGE PROCEDURE MANUAL

Dense traffic conditions

River / Canal transit (may also be

Arrival / departure ports

Extra Lookout (at the

River / Canal transits