Bridge Management Manual SSM - MAN-FLT-007 - r11

SOUTHERN SHIPMANAGEMENT
Code:
BRIDGE MANAGEMENT MANUAL

Review N 11, approved by Marine Superintendent, in force from November 3rd, 2010
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SECTION 2 BRIDGE PROCEDURES

2.1
BRIDGE WATCH-KEEPING
Reference is to be made to STCW CODE, PART-A, CHAPTER VIII STANDARDS REGARDING

WATCHKEEPING.
Master is also required to be on attendance on the Bridge during: arrival and departure maneuverings;
passage through narrow channels, dangerous or restricted waters; whilst the vessel is suffering any serious
limitation or failure on her propulsion or steering systems, as well as in both, poor visibility and heavy
traffic areas.
Should the Master be temporarily unavailable for reason of illness, incapacitation or other special
circumstances, the Chief Officer is required to act as the Master and be present on the Bridge at all such
times previously mentioned.
The Master is to exercise the greatest care in navigation and is especially cautioned against taking any
risks, proceeding at too high a speed or continuing to proceed when the position is uncertain.
Prior to departure from a port the Master is to ensure that a proper PASSAGE PLAN is prepared. Such Plan
will commence from the berth at departure port till the vessel is finally secured at the port of arrival.
Merely listing waypoint co-ordinates with courses does not constitute a PASSAGE PLAN. SECTION 3 of this
Manual details guidelines on the preparation, implementation and follow-up of a proper Plan.
In order to avoid any misunderstanding, the Master must issue his STANDING ORDERS applicable during
watchkeeping periods, supplemented by a MASTER NIGHT ORDERS BOOK (see PARAGRAPH 2.4 herein
below), covering his directions to be followed on specific situations, which may occur on a watch.
For Deck OOW as well as for Pilots guidance, the Master must ensure that a WHEELHOUSE POSTER (see
Section 7) containing general vessels particulars and detailed information describing her current
maneuvering characteristics be permanently placed on the Bridge.
During the sea passage:

Regular Bridge watches must be kept from the time the ship leaves the berth at the port of departure
until she reaches the berth at the port of arrival.
It is essential that strict compliance is maintained with all routing instructions or recommendations as
laid down on Admiralty Charts, Notice to Mariners, Pilot Books or by Local Authorities, governments
or recognized international bodies such as IMO.
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The Deck Officer of the Watch [Deck OOW] is directly responsible to the Master for the safe
navigation of the ship and will be primarily concerned with avoiding collision and stranding.
COLREGS as well as the PRINCIPLES TO BE OBSERVED IN KEEPING A NAVIGATIONAL WATCH as
lay down in the STCW CODE are to be strictly complied with at all times. He is to call the Master if
he is in doubt, taking such steps in the meantime, as he considers necessary to avoid impending risk.
Should the Master or the Deck OOW think the ship to be in shallow water, and/or be in doubt as to the
position of the ship, he/she is to reverse ship's course to seaward if the depth of water permits, or stop
the ship at once and verify the position.
Nothing whatsoever is to distract the OOW from his bridge watch-keeping duties: his primary and
main function on the Bridge is to keep a safe navigational watch. Notwithstanding that it is clearly
ruled that at no time the Bridge be left unattended, he may enter the chartroom area for the essential
requirements of navigation, but he is not to remain there for longer than is absolutely necessary.
The Master is to inform the Deck OOW when he assumes navigational charge of the ship. Unless he
does so, the Deck OOW is to remain in charge regardless of the presence of the Master on the Bridge.
Frequent checks are to be made on the ship's position by two independent means and although every
advantage is to be taken of the navigation aids provided; visual bearings are never to be neglected. In
restricted waters, vessel's position and safe passage is to be continuously monitored (parallel
indexing see PARAGRAPH 2.10 herein below) and where bearings and distances are used they
should preferably be visual rather than RADAR and must include at least two bearings and one distance
or vice versa. Sufficient sea room is to be given to all headlands, islands, rocks, shoals and other
navigational hazards.
On vessels fitted with chart plotters, it should be borne in mind that the luminous mark is for ease of
reference only and does not override the requirement of fixing the vessel's position on the chart, by
two independent means, at the required intervals.
Masters are cautioned against the over reliance of GPS as the sole means of position fixing in coastal
waters. Reference is drawn to UK MCA Marine Guidance Note [MGN] No. 138 (see SECTION 8)
and Annual Summary of Notice To Mariners concerning possible error in plotting satellite derived
positions.
On ocean passages, the noon position is to be determined by electronic or celestial observation and is
to be entered on the chart and noted in the deck logbook. Where a vessel is fitted with more than one
GPS, verification for position accuracy by celestial means may be substituted by comparing results
displayed on one GPS unit with the other. If abnormal discrepancy exists, then revert to comparison
with celestial observation. However, professionalism requires all navigators to be able to fix vessel's
position by Celestial observations, therefore, familiarity with the sextant is prudent.
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The use of plotting sheets is prohibited on SSM managed vessels.

Masters and Deck OOW must be aware that unless an emergency, a drill on in other overriding
operational conditions, the stipulated standards of rest periods as mentioned in STCW CODE, SECTION
AVIII/1 FITNESS FOR DUTY are to be complied with. Hours of work and rest for all watchkeepers
are to be posted at a prominent place on the Bridge.
No one shall be authorized to attend watchkeeping duties on the Bridge unless:
a. He has been familiarized and become acquainted with the equipment that he will be
using and any associated ship procedures.
b. He has proved to have a command of the vessels working language of a sufficient standard to
enable him to perform his watchkeeping duties safely.
c. He is not under the influence of drugs or alcoholic beverages. Watchkeepers have prohibited
the alcohol consumption within four hours prior to commence a watch. Also a blood alcohol
level equal to or in exceed of 0.04% by weight (40mg/100ml) shall cause to be declared as
physically impaired and unfit for duty.
2.2
BRIDGE MANNING LEVELS & THE CO-PILOT SYSTEM OF NAVIGATION
Bridge activities always require a close teamwork. All ships personnel who have bridge navigational
duties will be part of the Bridge Team. The Master and Pilot(s), as necessary, will support the team,
which will comprise the Deck OOW, a helmsman and look-out(s) as required.
Notwithstanding the above, to provide for utmost safety of navigation especially in narrow or dangerous
passages, coastal waterways, inland seas or when visibility is reduced, the Master shall be guided by the
MANNING LEVELS as described below.
These manning levels will depend on the area that the vessel is navigating and the prevailing
circumstances and conditions (Refer to the STCW CODE, SECTION A-VIII/2 PART3).
Provided that the Chief Officer holds a Master's (Class I) Certificate, the Master in order to rest, may give
the Chief Officer full responsibility for the safe navigation and handling of the ship during prolonged
periods through pilotage waters or reduced visibility.
Under normal circumstances, the Deck OOW is in charge of the bridge and the bridge team on watch,
until be expressly relieved.
Bridge Team Management [BTM] leaded on each watch by the Deck OOW is a system of co-operative
human activity and is a positive method of avoiding a "One-Man" error concept. It is important that the
bridge team works together closely, both within a particular watch and across watches, since decisions
made on one watch may have an impact on another watch.
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Team members shall:

Have duties clearly assigned and prioritized.
Be asked to confirm that they understand the task and duties assigned to them.
Be capable to detect and report any unexpected hazard or any deterioration in
watchkeeping performance
A Bridge Team, which has a work plan that is understood and is well briefed, with all members supporting
each other, will have good situation awareness. Its members will then be able to anticipate dangerous
situation arising and recognize the development of a chain of errors, thus enabling them to take action to
break the sequence.
The Bridge Team should have a clear understanding of the information should be routinely reported to the
Master, of the requirements to keep the Master fully informed, and of the circumstances under which the
Master should be called.
BRIDGE MANNING LEVELS
Conning &
Collision
Avoidance
Watch
Level
LEVEL 1
Position
Fixing &
Navigation
Communication
& Others
Functions
Deck OOW
LEVEL 2
Master or
Chief Officer
LEVEL 3
Master
Look-out
Helmsman (AB)
Deck OOW
Deck OOW
Steering
Extra Officer
i.e. WATCH DOUBLED
AB
Look-out
AB
Look-out
Recommendations for application of different watch levels:

While the Master will always have final authority and responsibility to control the bridge manning level as
per the prevailing circumstances, it is recommended that guidance be taken from the following:
WATCH LEVEL 1
Open seas and non-congested coastal routes that are free of navigational hazards, in clear
visibility.
WATCH LEVEL 2
Open seas in reduced visibility.
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Waterways with increased traffic density.

When transiting areas in close proximity of navigational hazards or shallow waters.
High-risk areas where the threat of terrorism or piracy is prevalent.
Arrival and Departure ports (Master will be on the Bridge).
During any distress or emergency communication proceedings.
Any other situation as required by the Master.
WATCH LEVEL 3
This level of manning would require the concerted effort of the Bridge Team and not normally be in force
for prolonged durations, keeping the fatigue factor in consideration.
In any situation where elements mentioned in LEVEL 2 pose a combined risk; e.g. when transiting
areas in close proximity of navigational hazards with reduced visibility and/or high traffic density.
Appropriate sections of the Magellan's Strait and Chilean Southern Channels.
Singapore Straits and One Fathom Bank.
Sections of the English Channel, especially in the Dover Straits.
Bosporus & the Dardanelles.
Appropriate section in the Baltic Sea when passage is without a local pilot.
Other waterways, approaches or special circumstances as determined by the Master or his bridge
team.
Any other situation as required by the Master.
Under certain circumstances, for improving vessels safety, Master should resolve to operate
implementing the CO-PILOT SYSTEM. The essence of a CO-PILOT SYSTEM within the Bridge team, is
that one person (the PILOT) is in charge of collision avoidance and maneuvering of the ship; the other, the
CO-PILOT (based on the aviation system), is always checking everything in detail, including position
fixing, so that he/she could in theory take over at any moment, even in the middle of a maneuver in narrow
waters. Only in this way can two navigators be fully utilized and there is a good chance that one of them
will be able to discover in time a mistake, which is about to be made.
Exactly how the system ought to be organized on a particular ship can and should be discussed.
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The following should be considered:

"PILOT" is the one who is conning the ship.
"CO-PILOT" has no duties other than participating in the navigation and maneuvering of the
ship and checking the PILOT's action.
The PILOT is responsible for communicating with the CO-PILOT so that the latter is always
fully informed about the PILOT's intentions; otherwise the CO-PILOT has no practical
possibility of doing his job.
VHF conversations with other vessels about meeting and passing should be made by the
PILOT with the CO-PILOT taking care of all other VHF communications.
2.3
TRAINING
As far as is practicable, Masters must create an environment and encourage all Deck Officers to
familiarize themselves with the duties and responsibilities of the next higher rank, as well as help their
juniors achieve this aspect of training.
Under normal circumstances, whilst the ship is entering or departing a port (pilot, anchorage, etc.), or
maneuvering in shallow or congested waters:
The Chief Officer should be stationed on the Bridge so as to learn from, and assist the Master
during such operations.
After a period under supervision and verification that they become familiar with windlass and
anchoring procedures, the Second or Third Officer should be stationed on the forecastle to support
during anchoring and berthing
It is the Master's responsibility to oversee and verify that cadets/trainees posted on board are being trained.
Masters are to prepare a training program on board that will include elements of Bridge Team
Management.
2.4
MASTER'S STANDING ORDERS & MASTERS ORDER BOOK (NIGHT ORDERS)
The Masters Standing Orders are a complement to the Companys Documented MANAGEMENT SYSTEM.
Master's standing orders should be written to reflect the Master's own particular requirements and
circumstances particular to the vessel, her trade and experience of the bridge team employed at that time.
The Master is also to issue Night Orders (Form D-38) on all days that the vessel is at sea or at anchor, and
write them into a Night Order Book. Such orders are to be initialed by each Deck OOW prior to taking
over his watch.
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Night Orders are to include the course to be steered, with errors allowed, distance to be maintained off the
land and such other instructions, as the Master considers necessary.
Standing orders and Night orders must avoid ambiguity by being specific for items such as passing
distances, closest point of approach [CPA], BF scales and frequency of position fixing, etc.
2.5
RELIEVING DECK WATCH KEEPING OFFICERS
Attention is drawn to the STCW CODE, SECTION A/VIII PART 3-1 PARAGRAPHS 18-22.
The outgoing Deck OOW should not hand over the watch to the relieving Officer if he has any reason to
believe that the latter is apparently under any disability that would prevent him from carrying out his
duties properly. The Master is to be immediately informed.
An Officer must always hand over the watch in a proper and seaman like manner. The Officer relieved
must not leave the Bridge until he is satisfied that the incoming Deck OOW is fully acquainted with ships
estimated or true position and confirm the intended truck, course and speed, and UMS controls as
appropriate and shall note any danger to navigation or potential dangers at hand, including other ships
expected to be encountered during the incoming watch.
On the other hand, the relieving Officer must not take over the watch until
He has satisfied himself upon all the above matters, as referred in STCW CODE, SECTION A/VIII
PART 3-1 PARAGRAPH 21, also including the checking of any discrepancies between the gyro
repeaters and magnetic compasses and until he has understood and signed the Master's Night
Orders Book or other Orders.
He is sure that all the members of the relieving watch are fully capable of performing their duties,
in accordance with the prevailing conditions.
If at any time the Deck OOW is to be relieved when a manoeuvre, and emergency operation or other
action to avoid any hazard is taking place, the relief of that Deck OOW and the entire incoming
bridge team shall be deferred until such action has been completed
2.6
LOOK-OUT (OOW) AND EARLY ACTION
As per Rule 5 of COLREGS, the Deck OOW must maintain a continuous and vigilant look-out all around
the horizon. A vigilant look-out implies intelligent anticipation of possible danger and the taking of
sufficient action in good time to prevent a dangerous situation arising.
When circumstances require the ship to give way to another, as required by COLREGS or by any local
bylaw, the Deck OOW must ensure that any action is positive and taken in ample time. The Officer in
charge of the navigation must bear in mind the necessity of leaving observers posted on other ships in no
possible doubt as to his own navigation intentions.
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If there is any indication that such doubt possibly may exist, immediate action must be taken by such
engine and helm movements as will remove any possible danger and the Master must be called to the
Bridge at once. Sometimes a small reduction in engine RPM can help in avoiding a close quarter situation.
As a new Watchkeeping Officer joins, Master and Chief Engineer are to show him how speed can be
reduced without initiating the download program.
During daylight hours, the Deck OOW may be the sole look-out provided that on each such occasion:
a. The vessel's situation has been carefully assessed and it has been established without doubt that it is
safe to do so;
b. Full account has been taken of all relevant factors, including but not limited to: weather conditions,
visibility, traffic density, proximity of dangers to navigation and the necessary attention when
navigating in or near traffic separation schemes; and,
c. Assistance is immediately available to be summoned to the Bridge when any change in the situation
so requires.
2.7
LOOK-OUT (RATINGS)
Refer STCW CODE SECTION A-VIII PART 3-1 PARAGRAPHS 13,14 & 15.
A most careful and vigilant look-out is to be kept by Ratings detailed for that purpose. The Deck OOW
must ensure that the look-out fully understands his duties. In fog or reduced visibility, whether by day or
night, if deemed necessary the look-outs must be doubled.
A look-out may be posted to the forecastle head if conditions make such action necessary or desirable, and
provided that weather conditions permit. The Master must ensure that any remote look-out has a prompt
and pre-arranged means of communication with the Bridge and is thoroughly acquainted with his duties.
Continuity of Look-out
Between sunset and sunrise, in addition to the Deck OOW, a Rating is to be detailed to keep a look-out on
the Bridge. Such rating must be able to give full and continue attention to the keeping of a proper look-out
on the Bridge, and he must not be assigned any duties that may interfere with his maintaining an efficient
look-out.
The duties of the look-out and helmsman are separate and the helmsman shall not be considered to
be the look-out while steering.
2.8
LIMITATIONS OF NAVIGATIONAL EQUIPMENT & AIDS TO NAVIGATION
Masters and Deck Officers should be aware of the limitations of the various electronic aids to navigation
fitted on their ships, and in particular of the errors to which the various equipment can be subjected to.
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Operational checks on navigational equipment should be undertaken when preparing for sea and prior to
port entry or transiting within restricted / congested waters. Also, during sea passage regular checks must
be made to ensure that navigational equipment is functioning correctly. Any observed errors are to be
brought to the notice of the Master immediately and recorded.
Though modem aids to navigation are becoming increasingly accurate, the possibility of the failure of
such equipment at crucial and critical times must always be borne in mind.
Therefore, the Deck OOW should undertake daily test and checks on the Bridge equipment, including the
following:
Manual steering should be tested at least once a watch when the automatic pilot is in use.
Gyro and magnetic compass errors should be checked once a watch, where possible, and after any
major course alteration.
Compass repeaters should be synchronized, including repeaters mounted off the Bridge, such as in
the engine control room and at the emergency steering position.
Checks on electronic equipment should both confirm that the piece of equipment is functioning
properly and that it is successfully communicating to any Bridge system to which it is connected.
Also, such electronic equipment systems should be checked to ensure that configuration settings
have not changed.
Remember that no equipment is "absolute" within itself. A system of counter checking and constant
verification must be established: information from electronic equipment should always be compared
and verified against information from different independent sources.
Also, Masters and Deck Officers should not rely implicitly on floating navigation marks, such as buoys
and light vessels, always being in their charted positions. In pilotage waters the evidence of floating
marks should not override the evidence of fixed marks.
On coastal and inland passages, ship's position is to be verified by at least two independent means.
2.9
AUTOMATIC PILOT
Masters and Deck Officers are reminded that it is possible for ship's head to fall away from the intended
course without any audible alarm being given. The ship may be moved off her track by wind and currents
even though the heading remains unchanged. The Deck OOW must therefore make frequent and regular
checks to ensure that the correct course is being steered. The OFF-COURSE ALARM should be tested once
per watch and also before departure and never be deactivated when the automatic steering control system
is engaged.
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As directed, steering mode must be switched from AUTOMATIC PILOT to MANUAL position and tested at
least once per watch. In accordance with SOLAS regulations, the automatic pilot must only be engaged,
or disengaged, by the Deck OOW or under his direct supervision.
The Master must ensure that the automatic pilot is not used in any restricted visibility or in any hazardous
navigational situation. The automatic pilot is always to be used with caution and a qualified seaman kept
at hand ready to steer manually when required. Hand steering is always to be used for large course
alterations, traffic situations, buoyed channels, and in heavy weather especially with a following sea.
Master should verify that the design and location of the change over switch (HAND to AUTO mode) does
not allow for accidental transfer from one mode to the other.
2.10 RADAR & ARPA
RADAR is a valuable aid to navigation for collision avoidance, position fixing and plotting moving targets,
but its use is subject to important limitations that must be thoroughly understood by each and every Deck
Officer.
Small vessels, ice and other floating objects such as containers may not be detected by the
RADAR: they produce small or poor echoes, which may escape detection.
In heavy weather conditions, echoes may be obscured by sea or rain clutter.
Mast or other structural features may cause shadow or blind sectors on the display, and the Deck
OOW should be aware of these sectors.
When a target is under monitoring, range scales employed should be changed at sufficiently
frequent intervals so that echoes are detected as early as possible.
Detection of targets, particularly small targets, is generally better at short ranges. However, if the
radar is to be used for plotting it is not advisable to use a scale that is too short.
When plotting, a single observation of the range and bearing of a target cannot give any indication
of target course and speed. Multiple observations are required, and the longer the plotting period,
the greater will be the accuracy.
Accuracy in the plot will however be lost if either own vessel or the target changes course or
speed during the plotting period. A change in the course or speed of the target may not be
immediately detected.
When RADAR is in use, the Deck OOW shall select an appropriate range scale and observe the
display carefully, and shall ensure that plotting or systematic analysis is commenced in ample
time.
Deck Officers should be familiar with the differences between X and S-band RADARs, and be aware that
the X-band RADAR will be capable of operating in the 9 GHz frequency band for the detection of search
and rescue transponder (SART) devices.
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They should also be aware that in rainy conditions, the 10 cm (S-band) RADAR is considerably better for
target detectability than the 3 cm (X-band) RADAR.
Alarms must be uninhibited and audible. Judicious use of guard ring facility should be exercised.
One RADAR is to be kept running and fully operational at all times when the vessel is underway or at
anchor. It is compulsory a frequent observation of the RADAR display by the Deck OOW whenever
restricted visibility is encountered or expected and at all times in restricted/congested waters, having due
regard of already mentioned device limitations.
When using RADAR for position fixing and monitoring, the Deck OOW should check:
The overall performance of the RADAR.
The identity of the fixed objects being observed.
Gyro error and accuracy of the heading line alignment.
Accuracy of the variable range markers [VRM], electronic bearing lines [EBL] and fixed range
rings.
That the parallel index lines are correctly set.
The Nautical Institute's Brief titled "RADAR Detectability and Collision Risk" is included in SECTION 8 of
this Manual and must be thoroughly studied by all Deck Officers.
When using the Automatic RADAR Plotting Aid (ARPA) for collision avoidance, it is recommended that
relative vectors be used to determine the risk of collision, and true vectors to determine the aspect.
The estimation of the course and speed of the target and risk collision is only valid up to the time of the
last observation. The situation must therefore be kept closely under review.
It is important that the speed input for all anti-collision plots on RADAR or ARPA be speed through the
water and not speed over ground.
In restricted visibility a continuous and systematic RADAR plot is to be carried out by electronic or manual
means. Masters are reminded that a record of RADAR plots may be sought in the event of an incident
which gives rise to legal process.
Marine investigations into collisions have shown that the use of more than one ARPA display for anticollision purpose by the Deck OOW is likely to lead to increased scope for error.
If the ARPA has a mapping facility installed, (and most modern ARPAs can do it) full benefit should be
derived of this useful aid. Masters must encourage Deck watch-keeping Officers to explore and utilize the
full capabilities of all aids to navigation. A training program for Cadets and Junior Officers should be
established.
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Parallel Indexing
Investigations of casualties involving the grounding of ships when RADAR was in use have indicated that a
factor contributing to the grounding was the lack of adequate monitoring of the ships position during the
time leading up to the casualty.
Valuable assistance could have been given to constant position monitoring in relation to a pre-determined
navigation plan in such cases, had the Bridge personnel used Parallel Indexing techniques.
It should be borne in mind that Parallel Indexing is an aid to safe navigation and does not supersede the
requirement for position fixing at regular intervals by all other methods available to the Deck OOW.
Parallel indexing techniques should be practiced in clear weather during straightforward passages so that
personnel become thoroughly familiar with them before attempting to use them in confined or difficult
passages, at night or in restricted visibility.
The basic principle of Parallel Indexing technique can be applied to either stabilized relative motion
display or a ground-stabilized true-motion display.
On the former display, the echo of a fixed object will move across the display in a direction that is the
exact reciprocal of the course made good at a speed commensurate with that over the ground. A line
drawn from the echo tangential to the variable range marker circle set to the desired passing distance will
indicate the forecast track of the echo as the vessel proceeds. If the bearing cursor is set parallel to this
track, it will indicate the course to make good. Any displacement of the echo from the forecast track will
indicate a drift from the desired course over the ground.
On a ground-stabilized true-motion display, the echo of a fixed object will remain stationary and the origin
of the display (i.e. the vessel) will move along the course made good at a speed commensurate with that
over the ground. A line should be drawn from the echo tangential to the variable range marker circle set to
the desired passing distance.
If the electronic bearing marker is set parallel to this line, it will indicate the course to be made good over
the ground. Any drift from this course will be indicated by the drawn line not being tangential to the
variable range marker circle (The variable range marker circle should move along the line like a ball
rolling along a straight edge). The engraved parallel lines on the face of the bearing cursor can be used as
an aid to drawing the index line on, say, a reflection plotter and to supplement the bearing cursor.
2.11 AUTOMATIC IDENTIFICATION SYSTEM [AIS]
The Automatic Identification System [AIS] is a shipboard broadcast transponder system by which nearby
ships transmit their identification, position, course, speed and other data to each other and to shore-side
authorities automatically on a common VHF channel.
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There is a companion 2002 amendment to SOLAS that requires that all ships fitted with AIS maintain
such device in operation at all times except where international agreements, rules or standards provide for
the protection of navigational information. With respect to this requirement, Masters should be aware of
REGULATION 8 of CHAPTER XI-2 of SOLAS, titled MASTERS DISCRETION FOR SHIP SAFETY AND
SECURITY. This regulation reinforces and provides the Master with significant discretion concerning the
safety and security of his ship where continued operation of the AIS would pose a higher risk.
In way of examples, within ports, information on the location of all ships will be particularly valuable to
port authorities. However, there may be circumstances that would be considered high risk, such as during
volatile cargo transfers within storage terminals, where continued use of the AIS may not even be allowed.
Continued use of the AIS while transiting areas known for incidents of armed robbery and piracy, such as
the Strait of Malacca, may also be considered a very high risk.
For these and similar other reasons, the ships Master may exercise discretionary authority to switch the
device off if safety is deemed to be compromised by its continued operation. Such action, however, shall
be properly recorded in either the Deck Logbook or in the Official Logbook, as applicable, and reported to
the Company Security Officer and any Coastal State Authority with a vested interest in accordance with
Ship Security Plan provisions. Safety concerns shall always override those of maritime security.
THE AIS SHOULD COMPRISE:
1. a communication processor, capable of operating over a range of maritime frequencies, with an
appropriate channel selecting and switching method, in support of both short and long range
applications;
2. a means of processing data from an electronic position-fixing system which provides a resolution
of one ten thousandth of a minute of arc and uses the WAGS-84 datum;
3. a means to automatically input data from other sensors;
4. a means to input and retrieve data manually;
5. a means of error checking the transmitted and received data; and,
6. built in test equipment (BITE).
THE AIS SHOULD BE CAPABLE OF:
1. providing information automatically and continuously to a competent authority and other ships,
without involvement of ships personnel.
2. receiving processing: information from other sources, including that from a competent authority
and from other ships;
3. responding to high priority and safety related calls with a minimum of delay; and
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4. providing position and manoeuvring information at a data rate adequate to facilitate accurate
tracking by a competent authority and other ships.
THE INFORMATION PROVIDED BY THE AIS SHOULD INCLUDE:
1. STATIC:
IMO number
Vessels call sign and name
Length and beam
Type of ship
Location of position-fixing antenna on the ship (aft of bow and port or starboard of centerline)
2. DYNAMIC:
Ships position with accuracy indication and integrity status
Time in UTC
Course over ground
Speed over ground
Heading
Navigational status (e.g., N.U.C., at anchor, etc. manual input)
Rate of turn (where available)
Angle of heel (optional)
Pitch and roll (optional)
3. VOYAGE RELATED:
Ships draught
Hazardous cargo (type)
Destination and ETA (at Masters discretion)
Route plan (waypoints) (optional)
4. Short safety-related messages
2.12 ECHO SOUNDER
The echo sounder should be used, both when making a landfall and in coastal waters, and particularly in
areas where charted depths must be treated with caution.
When approaching sounding depths, the echo sounder should be operated on all ranges and scales
regularly until a sounding is obtained. Care should be taken to check whether units of soundings on the
echo sounder are different from those on the chart in use.
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The time of crossing the more important depth contours should be recorded in the Bridge Logbook, with
the distance recorder reading.
2.13 COMPASSES
The gyrocompass should be run continuously. Should it stop for any reason, it should be restarted and
subsequently checked before use to ensure it has settled and is reading correctly.
Observations to compare and determine the error in both the gyro and the standard magnetic compasses
must be made at least once per watch and after major course alterations. Also, the repeaters should be
synchronized with the gyro at least once a watch. A record of these observations is to be kept in the
Compass Error Book and in the Bridge Logbook.
Regular comparison is to be made between gyro and magnetic compasses throughout each watch.
The vessel must be swung and MAGNETIC COMPASS DEVIATION CARD drawn up at intervals not
exceeding twelve months. This CARD must at all times be posted on the Bridge.
Gyrocompasses are to be overhauled periodically as per maker's instructions.
Magnetic compasses are to be adjusted by a qualified person as per Flag State requirement.
Local Authorities at Panama Canal require that vessels transiting the Canal should have had the Magnetic
compass adjusted by a Qualified Compass Adjustor within twelve months of transit date, and that the
maximum deviation on any head be less than 7 degrees.
2.14 COURSE RECORDER
The course recorder is to be synchronized at SBE ("STAND BY WITH ENGINES"), and the date, time and
voyage number noted on the paper. It is to be switched off at FEW ("FINISHED WITH ENGINES").
At sea, time is to be synchronized daily at noon and vessels position noted on the paper.
Used course recorder rolls are to be retained on board.
2.15 GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GDMSS)
Please refer to ADMIRALTY LIST OF RADIO SIGNALS VOL.5 for details.
Bridge watch keeping at sea includes the duty of monitoring the GMDSS equipment, and the information
received via these instruments.
Deck Officers are reminded however, that no activity must interfere with the safe navigation of the vessel.
During any distress or emergency communication proceedings, bridge-manning level should be enhanced
to at least LEVEL 2.
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A designated Communications Officer is to be nominated and identified into the Muster List.
Every vessel shall carry current editions of the required ITU publications.
Distress transmission procedure for all equipment is to be posted in vicinity of the equipments
console and periodic training imparted to relevant qualified Deck Officers.
For RADIOCOMMUNICATIONS GUIDELINES see also ICS BRIDGE PROCEDURES GUIDE [CHAPTER 4.10
and ANNEX A6] available on board.
Log Keeping
The GMDSS logbook must be properly maintained, recording all messages/incidents connected with radio
communications that appear to be of importance to the safety of life at sea. The following entries are
normally required:
a. A summary of communications relating to DISTRESS, URGENCY and SAFETY traffics;
b. A reference to important radio service incidents;
c. The position of the vessel at least once per day.
The log should contain the identities of other stations with which the vessel communicates or attempts to
communicate, and records of any difficulties experienced owing to congestion, interference, atmospheric
noise or ionospheric disturbances.
Every watch keeping officer is required to fill in the GMDSS Logbook at the end of his watch, in similar
manner to the Deck Logbook, summarizing all activity related with the GMDSS station.
Proficiency in use of Equipment
All bridge watch-keeping officers are required to familiarize themselves completely with operation of the
GMDSS equipment.
Port State Control inspectors now verify the Officer's ability to carry out internal and external tests,
contact with coast stations over MH/HF and DSC and in general examine his proficiency in the operation
of all equipment. Any failure on this count could lead to a deficiency notation or detention of the vessel.
Testing and Maintenance of Equipment
All equipment is to be tested as per the prevailing regulations, and maintained as per manufacturers
guidelines and the Preventive Maintenance System Program (NS5).
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Renewal of batteries or shore based periodic servicing, as required, is to be carried out at appropriate time.
The Master must hold copy of the contract for shore-based maintenance. This will contain contact details
of the service provider.
Timely notice is to be given to SSM regarding renewal of Ship Station License and Safety Radio Surveys.
Adequate spares for consumable items are to be carried on board.
False Distress Alerts
There has been an alarming increase in the frequency of false distress alerts activated by improper
operation of this equipment. Valuable time and expense are wasted by RCCs besides an unnecessary
burden being placed on resources to the extent that genuine distress situations are compromised as SAR
efforts are diverted to attend a false distress alert.
Great care should be taken to avoid the transmission of false alerts when maintenance or testing
equipment.
If a distress alert is inadvertently transmitted by either VHF, MF or HF DSC:
The equipment must be reset immediately
As appropriate the equipment should be:
a. Set to VHF Channel 16, or
b. Tuned for radio telephony on MF 2182 kHz, or
c. Tuned for radiotelephony on the HD distress and safety frequency in each band in
which the false alert was transmitted.
A broadcast message to ALL STATIONS must be transmitted, cancelling the false alert.
If a distress alert is inadvertently transmitted by a ship earth station/shipborne satellite
communication station [SES] the appropriate rescue co-ordination center [RCC] should be notified
that the alert is cancelled by sending a distress priority message by way of the same coast earth
station [CES] through which the false distress alert was sent.
If a distress alert is inadvertently transmitted by an EPIRB, the appropriate RCC should be
contacted through a shore station and the distress alert should be cancelled.
Regarding this matter, also follow UK MCA MGN No. 67 GMDSS: MEASURES TO PREVENT FALSE
ALERTS, unless vessels Flag State authorities have set forth its own directions (SEE SECTION 8).
2.16 BRIDGE EQUIPMENT LOGS
Deck OOW is required to fill in the appropriate section of Bridge Equipment Logs.
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The Navigating Officer will be responsible overall to maintain these books as well as to update Planned
Maintenance Records carefully so as to give a clear record of the performance and efficiency of the
various Bridge equipment.
Master must verify all Logs by signing them periodically.
Logbooks must not be removed from the vessel whilst they are current or expecting to complete with the
onboard retention period dictated as per Flag State regulations.
2.17 DECK LOGBOOK
The Deck Logbook is an official record of the vessel that should contain a running account of everything
that happens on board, whether she is at sea, when entering or leaving a port, or during port-stay,
involving people, vessel, cargo or any other third party properties. On day's events may cover as many
pages of the Logbook as necessary.
Entries shall include, but are not be limited to:
Names of Bridge look-out, helmsman and deck watchmen.
Times of testing of Bridge equipment and steering gear.
True, gyro and standard courses.
Gyro and standard compass errors.
Times and positions of course alterations.
Times, bearings and distances off when passing headlands, lighthouses, light vessels, important
buoys, etc.
Weather, including wind force and direction, state of the sea, air temperature and pressure,
visibility. Weather must be recorded in port and at sea.
Times of opening and closing watertight doors.
A.M. / P.M. draught of vessel (fore and aft) and draft on sailing.
Bilge/void space sounding readings and other tanks daily sounding routine compliance
Change of ballast at sea.
Cargo integrity, cargo spaces and cargo lashing verifications during the sea passage
Time of weighing anchor.
Times of letting go, making fast and shifting berth or anchorage.
Navigation equipment test before sailing and arrival.
Periodic / routine inspections on life saving appliances.
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Compliance of safety and security Emergency Drills as per SOLAS ISPS Code and Companys
procedures
Compliance of stowaways, smuggling & drugs search.
Pilot's name with time and place embarked and disembarked.
Tugs engaged with names and relevant times.
Reasons for any delays in berthing or sailing.
Sighting of pollution on the surface.
Breakdown or defect in engines or machinery.
Any accident onboard.
Serious injury, illness or death of any person onboard or of any member of the Crew either
onboard or ashore.
Damage to ship, however slight.
Contact with other vessels, quays, fixed or movable objects.
Grounding.
In Port: name/number of the berth, side alongside, mooring arrangements, etc.
Attendance of surveyors, auditors and Port State Control onboard.
Times of working cargo. Discharge/loading tonnage for the day.
Times of opening and closing cargo holes.
Appropriate cargo handling information, e.g. coal/fish meal temperatures, reefer containers, etc.
Damage to or loss of cargo.
Details of any dispute with Charterers or their representatives.
On tankers whilst at sea, to record IG pressure in cargo tanks at regular intervals.
Time of completing relevant CHECK LISTs.
Confirmation that new signing-on seafarers have been informed of their Emergency and Abandon
Stations prior vessel departing port
Any other details that Master may consider useful, relevant or necessary.
Masters and Deck Officers have to remind that the Deck Logbook is an important legal document that,
together with the Engine Logbook, may be called for as evidence at official enquiries and other legal
proceedings.
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Therefore,
It is essential that this Logbook is kept in a neat and orderly manner and that all entries being
recorded are strictly accurate and legible.
No blank spaces should be left within consecutive entries to make impossible malicious
amendments and/or vicious variations on previous entries.
In the event of a wrong entry being made, a thin line should be drawn through it and the correction
entered above or alongside. The Officer making it must initial the correction.
All entries are to be made in black ballpoint pen.
NOTE: under some flag Administrations requirements (such as Liberia & Marshall Islands) there are two separate
books, the Official Logbook and the Deck Logbook. Therefore, relevant facts should be entered either in the Official
Logbook or in the Deck Logbook, as appropriate, and in accordance with the specific compulsory vessels flag
Administration regulations.
2.18 PRE-SAILING VERIFICATIONS & REPORT

At least one hour before the expected time for sailing each of the vessel's Heads of Department is to check
that all members of his Department are onboard and that all machinery for which he is responsible is
operational. He must make a positive report to the Master, please also refer to Check List 03.
The Sailing Notice must be posted on the ship's gangway in adequate time before sailing, indicating the
expected date and time of departure.
2.19 TESTING OF STEERING GEAR, TELEGRAPH, WHISTLE & MAIN ENGINES
Refer to SOLAS PART 1, CHAPTER V, REGULATION 19-1 & 19-2.
The Master should ensure that he, and all the Officers concerned with the operation and/or maintenance of
the steering gear are fully conversant with the changeover procedures, and are to be fully familiar in the
use of hand / auto steering system.
The steering gear, telegraph, whistle and general alarm must be tested within 12 hours prior to arrival or
departure from any berth/port or prior weighing anchor (For additional operational details on verifications
to be passed see also ICS BRIDGE PROCEDURES GUIDE [PART A, ANNEX A7] available on board).
Bridge control of main engine, where fitted, must be tested prior to arrival at the maneuvering stage of a
voyage.
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All vessels must test main engines, both ahead and astern, before a final approach is made to a Pilot
Station or harbour, i.e. before "abort position" is reached. Changeover procedures from Bridge-Engine
control and vice versa must be established and agreed upon.
Main engines must be operated from local emergency control position at least once every three months.
In addition to any routine test, Emergency Steering Drill including communication between Bridge and
steering flat, and alternative power supply to the steering gear, must be carried out at least once every
three months and entries made in the Deck and Engine Logbooks.
The whistle and general alarm must be tested daily at noon, when at sea.
Vessels calling ports in the United States of America will also be required to carry out test routines as
contained in U.S. 33CFR 164.25.
Masters are cautioned that local regulations may require port authorities to be informed about any
malfunction of navigational equipment, prior vessel's entry into port.
2.20 CALLING THE MASTER
Should the Deck OOW has difficulty or is being stressed in coping with monitoring ship's position and
collision avoidance functions simultaneously, he must call the Master immediately for guidance or other
back-up support.
He shall also notify the Master immediately:
If restricted visibility is encountered or expected (or it is suspected that the visibility may
deteriorate to the level laid down in the Masters standing instructions).
If the traffic conditions or the movements of other vessels are causing concern.
If difficulty is experienced in maintaining the intended course.
On failure to sight land, a navigation mark or to obtain soundings by the expected time.
If unexpectedly, land or navigation mark is sighted or a change in soundings occurs.
On breakdown of the engines, propulsion machinery remote control, steering gear or of any
essential navigational equipment, alarm or indicator.
If the radio equipment malfunctions.
In heavy weather, if in any doubt about the possibility of weather damage.
If the ship meets any hazard to navigation such as ice or a derelict.
If a distress call is received.
If the vessel is involved in a discharge or probable discharge of oil, harmful or noxious liquid
substances in excess of that which may be allowed, or, if another vessel is observed to be involved
in such contingencies
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In any other emergency or if in any doubt.

Despite the requirements to notify the Master immediately in the foregoing circumstances, the Deck OOW
shall not hesitate to take immediate action for the safety or security of the ship, where circumstances so
require.
Notwithstanding the presence of the Master on the Bridge, the OOW will continue to be responsible
of the watch until informed specifically that the Master has assumed that responsibility, and this is
mutually understood. The fact that the Master has taken command on the Bridge should be
recorded in the logbook.
2.21 WEATHER MONITORING & RECORDING
At sea, barometer readings, air temperature and weather conditions are to be logged every hour and at port
every four hours, and more frequently if the vessel is in the vicinity of a depression.
Any abnormal movements or weather changes are to be reported to the Master.
Weather reports are to be monitored and obtained regularly in port and at sea and recorded in the logbook
at least once every watch and more often whenever necessary.
Efforts should be made to check accuracy of ship's barometer annually, by inviting the Port
Meteorological Officer at convenient ports or, if this is not possible, the correction should be
established by comparing the ship's barometer with the pressure at sea level obtained from any
local available meteorological office, either by phone, VHF or any other communication means.
The difference has to be logged and marked close to the ship's barometer and applied as
necessary.
2.22
RESTRICTED VISIBILITY
In conditions of restricted visibility, or if such conditions are thought to be imminent, the following
actions are to be taken:
The Master must be called the Bridge and take over her navigational control.
The ship "shall at all times proceed at a safe speed" COLREGS Rule 6. This will normally
necessitate a reduction in speed as visibility deteriorates, especially in congested waterways.
Additional look-out(s) must be posted.
Hand steering must be used.
A strict compliance of COLREGS, Rule 19 must be observed (mentioned regulation specifically
deals with the conduct of vessels in restricted visibility).
Navigation lights must be exhibited.
Appropriate sound signals must be made at proper intervals, in accordance with COLREGS, Rule
35.
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Continuous RADAR watch must be kept, and systematic plotting carried out. (See PARAGRAPH 2.9
herein below).
Engine Watch Officer or Service Engineer as applicable will be notified of Engine Room
impending "STAND BY
Watertight doors must be closed.
Continuous depth sounding should be taken as appropriate.
Warning signals will be transmitted through VHF (CHANNEL 16), at least every 30 minutes, to
advise other vessel and/or fishing boats close to navigation area
All related information about this situation will be noted on Bridge Logbook
All these actions should be taken in good time, B E F O R E visibility deteriorates.
2.23 SPEED IN HEAVY WEATHER
The Master must regulate speed in heavy weather, as required by good seamanship, in order to avoid the
possibility of damage to ship and cargo and to prevent needless expenditure of fuel.
Do not force the ship at full speed into heavy adverse swell. Also, an alteration of course alone is
sometimes not enough to prevent damage. Slow the engine when adverse conditions begin to cause the
ship's speed to fall, both in laden and ballast conditions.
The modem Bridge layout, placed aft and air-conditioned, tends to isolate the observer from the sensory
contact with the elements and the fury of the sea, and a false feeling of security easily develops. This
situation can be even more pronounced on large vessels where the distance from the Bridge to the bow
often exceeds 200-300 mts. Heavy seas may break over the bow at night, without being noticed on the
Bridge. Masters are reminded to bear these facts in mind and exercise caution.
A thumb rule: when adverse weather causes a speed reduction of 25% (e.g. from 12 knots to 9 knots) with
constant engine speed, then the RPM should be substantially reduced to avoid damage from forcing the
ship into the weather.
For large vessels encountering heavy seas from a forward direction, a drop in speed of more than one (1)
knot while running at full speed is an indication that the bow area is being exposed to high impact forces
that could cause damage to the vessel.
Whenever heavy weather is encountered and speed reduced Charterers, Owners and SSM should be
advised.
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Close monitoring of weather reports must be carried out at all times so that early evasive action can
be taken if so required.
ON NO ACCOUNT IS SPEED TO BE USED AT THE EXPENSE OF SAFETY
2.24 PRECAUTIONS IN HEAVY WEATHER
Comply with BRIDGE CHECKLIST No. 12.
In heavy weather, Master to ensure that routine work on deck ceases. Movement on deck is to be
restricted, and the Bridge OOW informed in advance if such movement becomes necessary.
Personnel appointed, leaded by a responsible Officer or a senior deck Rating must be fully briefed and
should be provided with adequate safety measures such as rigging of lifelines and a portable means of
communication with the Bridge also donning appropriate protective clothing. If weather conditions
demand, the ship's course must be altered to bring wind/seas astern before men are sent on deck.
When heavy weather is encountered overnight, prior authorization of the Master, an inspection of the
vessel must be carried out at first daylight thereafter. Such inspection party, under the leadership of a
responsible officer, must comply deck and cargo lashing checking routines according to a specific
program agreed with the Deck OOW. If necessary, a look-out should be posted ob Bridge wings to
monitor the seamen displacement on deck.
When timely advisory received or weather conditions seen to be deteriorating, then prior onset of
darkness, all cargo and container lashings on deck to be checked for tightness.
2.25 STANDBY PROCEDURES
Under normal conditions, the Bridge will give the Engine Room at least ONE HOUR NOTICE before
maneuvering speed is required. On expiry of this notice, the telegraph (and engines) will be on STANDBY
for any speed changes as required by the Bridge.
The Master must establish, in consultation with the Chief Engineer, a clear understanding between the
Deck and Engineer Officers, on procedures to be followed for engine maneuver upon entering confined or
congested waters, reduced visibility areas, or in the event of a sudden emergency.
2.26 MANOEUVRING STATIONS
At whatever time that MANOEUVERING STATIONS are called, the Bridge will be manned by the Master,
who will, in normal circumstances be assisted by the Chief Officer, and any other personnel as required by
the Bridge manning level to be applied as per PARAGRAPH 2.2, hereinabove, or Masters specific
directions (Refer to PARAGRAPH 2.3 TRAINING).
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The forecastle and poop are to be manned by Deck Officers as required by the Master.
For any special operational requirements such as making fast to Single Buoy Mooring [SBM] or anchoring
in deep water, etc., the Chief Officer can remain with the Master as long as is safety possible and then
proceed to forecastle/deck.
At all times before calling MANOEUVERING STATIONS, Bridge and Engine Room clocks will be
synchronized and Bridge controls, equipment and communication systems, including all telephones and
portable VHF sets, are to be tested as per the relevant CHECK LISTs (see SECTION 7 of this Manual). After
MANOEUVERING STATIONS are called, the first duty of an Officer is to recheck his communications
with the Bridge as well as to ratify the Bridge that he is covering his designated STATION".
Master and Chief Engineers must ensure that a system of positive reporting and acknowledgement
is used on board to ensure that the ships routines, safety, navigational and engine room procedures
are carried out in a proper and seaman-like manner.
If such reports and acknowledgement are not received then they assume that all is not in order and
shall take immediate action to ascertain the true situation.
Officers working the telegraphs, the telephones and the portable VHF sets are to repeat the orders received
to the person issuing them, to ensure that the correct orders are being carried out. When passing orders by
VHF the ships name is to precede the text. All orders to the ships telegraphs and the time of such orders
are to be recorded in the Bridge Movements Book and Engine Room Movements Book [Bell Books], or
by automatic recorded device where fitted.
In certain circumstances which might lead to an emergency and in emergency conditions, it will be
necessary to record in the Bridge Bell Book all helm orders issued and received. On such occasions, it
will be the responsibility of the Master and the Deck OOW to ensure that such entries are made, as far as
the circumstances of the case permit.
2.27 PILOTAGE AND ENCLOSED WATERS
When approaching Pilotage or enclosed waters (such as Dover Strait, Singapore Strait, Dardanelles, etc.),
the Deck OOW must ensure that:
The Master is called in good time.
The recommended Bridge manning level is complied with.
Hand steering is engaged.
The Engines are placed on "STAND BY".
Anchors are cleared and ready for immediate use.
Stand by generators are running and in a state to supply electrical power.
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Ensure that the pilot ladders are properly rigged in accordance with the poster "REQUIREMENTS
PILOTS BOARDING ARRANGEMENTS" (See SECTION 8 of this MANUAL). All Officers are to
be well informed and familiar with these requirements. The Safety Officer is required to examine
equipment before use.
FOR
Great care is to be take when embarking / disembarking pilots from the pilot launch.
The contribution which pilots make to the safety of navigation in confined waters and port approaches, of
which they have up-to-date knowledge, requires no emphasis; but it should be stressed that the
responsibilities of the ship's navigational team do not transfer to the pilot and the duties of the Deck OOW
remain with that Officer.
Attention is drawn to the following extract from IMO Resolution A285 (VIII):
"Despite the duties and obligations of a Pilot, his presence on board does not relieve the officer of the
watch from his duties and obligations for the safety of the ship. He should co-operate closely with
the Pilot and maintain an accurate check on the vessel's position and movements. If he is in any doubt
as to the Pilot's actions or intentions, he should notify the Master immediately and take whatever
action is necessary before the master arrives".
Once the pilot has arrived on the Bridge, he becomes a part of the bridge team. A complete "PILOT CARD"
is to be presented to him. Master-Pilot exchange of all relevant data which will include discussion and
agreement of proposed passage, navigation procedures, manning the forecastle (windlass), local
conditions, etc. is to be carried out and these facts entered into the Bell book.
Where lack of time or sea room does not allow the plan to be discussed in full, the essentials are to be
covered immediately and the balance of discussion held as soon as it is safe to do so. On long pilot
passages, it will be appropriate to review and update the plan in stages.
Any limitations in vessel's maneuverability or with regard to the intended passage are to be brought to the
notice of the pilot and discussed accordingly. The general aim of the Master should be to ensure that the
expertise of the Pilot is fully supported by the ship's bridge team.
Every endeavor shall be made to involve all members of the bridge team during the discussions.
The safe progress of the ship along the planned tracks must be closely monitored at all times. This will
include regular fixing of the ship's position, monitoring under keel clearances and monitoring helmsman's
response to Pilot's orders.
Please also refer to the booklet issued by INTERTANKO/OCIMF/ICS): INTERNATIONAL BEST
PRACTICES FOR MARITIME PILOTAGE.
The plotting and logging of the vessel's position must be maintained with sufficient frequency so as to
clearly reflect her track during the piloted passage. Any comments that might safeguard future claims must
be clearly noted in the Bell Book. These would include any occasion of passing vessels with slack
mooring lines and passing marinas, etc.
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No detail is too small to include in the Bell Book.

In an Emergency situation, the Engine room is to be informed verbally and Main Engines used to their full
potential. However, please use good judgment when pilots place undue demands on Main Engines under
normal operating conditions (e.g.: High Revolutions soon after departure from berth, Increase of RPM
beyond maneuvering speed, etc.). Unreasonable requests should be declined, so that vessel's interests are
safeguarded.
Pilots are employed for the reason that they have intense local knowledge about prevailing conditions and
regulations, speak the local language and are qualified for the requirement of their profession. Whenever
there is any disagreement with decisions of the Pilot, the cause of concern should be made clear to the
Pilot and an explanation sought. However, should the Master feel the need to countermand Pilot's advice
to ensure safety of the vessel, he should not hesitate to do so. The Company will standby Masters
decision.
During pilotage, if communication between the Pilot and tugs/other traffic is in a language other than
English, and Master is uncertain about the Pilot's intentions, Master and/or the Deck OOW should seek
clarification from the Pilot on his intended action.
Should the vessel is involved in any casualty whilst a Pilot is on board, under no circumstances a release
or exonerating certificate must be provided to referred Pilot clearing him from any responsibility regarding
such accident.
2.28 SOUNDINGS
A regular practice of careful soundings may be determinant to ensure vessels stability condition and to
also prevent the pollution of the marine environment due to tanks overflow, pipeline fractures or hull
leakages, discharge of bunkers or other noxious liquid substances into the sea.
All bilges, ballast tanks, pump-rooms, fuel tanks and fresh water tanks are to be sounded at least once a
day. The compliance of such routing, including sounding time and name of the verifiers should be
recorded in the Deck Logbook whilst the sounding readings entered into the relevant Log/Sounding Book.
The frequency of sounding is to be increased by the Master when prevailing weather conditions and/or the
safety of the ship or of the Crew dictates such action.
When filling peaks and double bottom tanks, or when bilge pipes are being tested, the adjacent wells or
bilges are to be frequently sounded.
2.29 POLLUTION ACCIDENTS REPORTING OBLIGATIONS
All Deck OOW should be aware that all ships should make a report to the relevant authorities when an
incident involved another ship is observed or an incident on their own ship involves:
A discharge or probable discharge of oil or of noxious liquid substances above the permitted level
for whatever reason, including securing the safety of the ship or saving life; or
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A discharge or probable discharge of harmful substances in packaged form, including those in

containers, portable tanks, vehicles and barges; or
A discharge during the operation of the ship of oil or noxious liquid substances in excess of that,
which is allowed by MARPOL.
A report is also required if the ship suffers damage, failure or a breakdown that affects her safety or
impairs safe navigation, and results in a discharge or probable discharge into the sea of a harmful
substance. However, Reports are not required simply because there has been a breakdown or failure of
machinery or equipment.
Details of both the format for the initial notification and the list of agencies or officials administrations
designated to receive and process such report may be encountered by referred to vessels specific SOPEP or
SMPEP, as applicable.
2.30 PERILS TO SAFE NAVIGATION REPORTING OBLIGATIONS
All Deck Officers should be aware that ships have an obligation under SOLAS to broadcast DANGER
to ships in the area and the nearest coast station notifying the following conditions:
MESSAGES
Dangerous ice.
A dangerous derelict or any other danger to navigation.
A tropical storm.
Sub-freezing air temperatures associated with gale force winds causing severe ice accretion on
superstructures.
Winds of force 10 or above on the Beaufort scale for which no storm warning has been received.
Changes in the position reported of buoys and in the working status of lighthouses.
The safety signal should be used when announcing DANGER MESSAGES.
2.31 SEARCH & RESCUE OBLIGATIONS
Please be guided by SOLAS CHAPTER V, REGULATION 10.
If the ship is in position to provide assistance, on receiving a signal from any source that persons are
in distress at sea, are bound to proceed with all speed to their assistance. Ships can also be
requisitioned to provide assistance.
On every occasion where the vessel is in distress, or diverts for the purpose of a search and rescue (SAR)
operation, the nearest RCC as well as SSM and vessel's Charterers are to be informed immediately.
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Guidance on SAR activity can be found in the MERSAR/IAMSAR manual, available on board.
Distribution of duties will be as per Master's instructions.
Deck OOW or the Officer appointed to be in charge of the navigational duties must not be involved in any
activity that is not connected with the navigation of the vessel, during the SAR operation.
During SAR operations, ship-to-ship communications should be by VHF or MF. Satellite channels should
be kept free for communications with RCCs.
Also, all Deck Officers who may be engaged in the evacuation or transfer of personnel or stores by
helicopter should become familiar with the ICS GUIDE TO HELICOPTER/SHIP OPERATIONS available on
board.
2.32 TUGS AND TOWAGE
Masters must discuss the intended tug assistance operations when planning a vessel's port entry or
departure and ensure that adequate number of tugs are available for berthing / un-berthing operations.
Damage to port facilities while berthing or un-berthing has been the subject of many costly claims.
Research carried out by P&I Clubs has established that major incidents typically involve large vessels with
limited maneuverability, usually in calm conditions where inadequate numbers of tugs were in attendance.
Additionally, tugs not responding as instructed have caused very expensive damage claims to jetties,
dolphins and fendering. Their positioning and ship's movement to be closely monitored and Pilot
cautioned in time.
When ordering tugs, the following factors must be given consideration:
Vessel's size / draft as compared to tug's bollard pull
Wind speed and direction
State of tide for the period of operations
Past experience, if any, at that port
Berth restrictions and the potential risks during the inward and outward transits
Should the Master find that inadequate number of tugs have been ordered by Agents / Charterers
for the job involved, he should discuss same with the concerned parties (Agents / Charterers /
Owners) and ensure adequate tug assistance is available prior commencement of operations. SSM
to be contacted for advise should any problems arise. (Tugs not responding as instructed have
caused expensive FFO claims).
2.33 SPEED WHEN PASSING TOWS AND MOORED CRAFT
When passing tows, deeply laden small craft, or nearby moored craft, speed must be reduced and the ship
kept at a reasonable distance to prevent damage to these craft. Time and position of reduction, and the
RPM are to be recorded in the bell book.
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2.34 EMERGENCY TOWING PROCEDURE

Should the need arise; Master has full authority to seek and authorize the use of tugs for Safety of
vessel and Emergency Towing. Master has the authority to accept and sign LLOYD's STANDARD FORM
OF SALVAGE AGREEMENT (LOF2000).
All tankers are to have a ship specific "Emergency Towing Procedures" according to the regulations and
must always keep a copy of the same annexed in SECTION 7 to this BRIDGE MANAGEMENT MANUAL.
2.35 NAVIGATION LIGHTS
It is recommended that navigation lights be kept on at all times when vessel is underway and must be
checked at frequent intervals during every night watch. The alarm and relay must also be checked
periodically.
The Deck OOW is responsible for ensuring that the emergency navigation lights and signalling equipment
are in working order and ready for immediate use at all times,
2.36 ALDIS LAMP AND OTHER SIGNALLING EQUIPMENT
This must be kept ready for immediate use. Where the lamp is powered by battery, the Third Officer is to
liaise with the Electrician to ensure that the battery is always charged.
Remote socket connections are to be maintained in good working condition.
A spare bulb should be available for immediate replacement.
The condition of flags and shapes should be checked at regular intervals.
Portable sound signaling equipment (such as fog horn, gong and striker, etc.), like the electric and
automatic whistles, must be also checked at regular intervals and maintained in an operational condition.
The status of all bridge pyrotechnics (distress rockets) must be checked weekly.
2.37 NAUTICAL INSTRUMENTS - SAFE KEEPING
Master is to ensure that all nautical instruments are stowed in a designated safe place.
Whilst in port notwithstanding that all Bridge accesses should be kept locked, all portable navigational
equipment and instruments are to be securely locked away. The magnetic compasses' spare bowl should
be kept in a safe locker away from the Bridge.
Removable devices located on Bridge wings (such as alidades and the rescue transponder [SART]
devices) should be either secured or removed and locked.
Code:
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Section 2
2.38
Page 31 of 38
FIRE & SAFETY ROUNDS
At Sea, during darkness hours, fire & safety rounds should be carried-out regularly at two-hour intervals to
verify the safety conditions on mess rooms, galleys, laundries, drying rooms, alleyways within the
accommodation section and the upper platform of the Engine Room whenever the latter is operating as
UMS.
The patrolling rounds should be implemented to be carry out by the outgoing Bridge watchkeepers, either
Deck Officers or Ratings, immediately after the termination of his watch and according to following
timetable or at Master discretion between sunset and sunrise;
Round Inspection Hour
To be carried-out by the Bridge watckeeper on duty between
2200 hrs.
AB1 18002200
2400 hrs.
Deck OOW 20002400
0200 hrs.
AB2 22000200
0400 hrs.
Deck OOW 00000400
0600 hrs
AB3 02000600
A fire and safety "Route Plan" showing the areas to be inspected is to be drawn up and included annexed
to this MANUAL. Instructions and guidance on what to look for during the rounds must also be included,
and additionally explained to the patrolling party.
In port, Officers or ratings are also to make regular rounds between 2000 and 0800 hours at intervals of
not more than two hours.
The results of all these rounds are to be entered in the Deck Logbook.
The "'DEAD-MAN" alarm is to be activated each time the Duty Engineer attends an alarm at night in UMS
mode, and when Fire & Safety rounds are made. If no "DEAD-MAN" alarm is fitted on board, a system
must be established to ensure that the Deck OOW is made aware when an entry is made into the Engine
Room in UMS mode.
2.39 TURNING PROPELLERS IN PORT
On turning Gear
The propeller must not be turned in port or at anchor until authorized by the Deck OOW, who must first
ascertain that it is safe to do so. A look out must be kept for any obstructions in the vicinity of the
propeller whilst it is being turned and must warm the Engineer Watch Officer accordingly.
There should be a permanent notice displayed on both quarters aft, stating following warning:
"DANGER BEWARE OF TURNING PROPELLERS".
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On Air & Fuel

The propeller must not be turned on air and fuel when made fast alongside, without the specific
permission of the Master. Refer to note in BRIDGE CHECK LIST No.3.
2.40 WEATHER ROUTEING SERVICE
The accuracy of weather forecasts and long-term predictions has substantially improved over the years.
Shore based weather routing service providers have access to the latest climatic information and advanced
technology for providing vessels on trans-ocean passages with guidance on optimum routes to be
followed.
In most cases, Charterers or operator will arrange use of this service to vessels at the appropriate time of
year.
Should Charterers not provide same, and expected weather conditions so require, Masters are authorized
to seek routing advise from any approved service provider.
SSM Office is to be informed when the above service has been requested. All communication
records and routing advice are to be maintained on board.
In an important judgment between Shipowners and Charterers, the House of Lords has ruled that a Master
cannot refuse routing orders from a time-charterer without navigational reason and that routing orders are
not orders as to navigation, but are orders concerning the employment of the ship (voyage orders).
It is recommended that Masters follow advise provided by the Weather Routing Service appointed
by the Charterers, as safe navigation permits. If for any reason, the Master chooses to follow an
alternate route, then SSM is to be informed.
2.41 NAUTICAL PUBLICATIONS
Master's Responsibilities
The Master is fully and solely responsible for ensuring that adequate charts and publications are on board
for the voyage and that all nautical publications and charts are maintained in good condition, kept
corrected and up-to-date at all times.
The Navigating Officer will normally correct all charts, and Sailing Directions.
additionally delegate other Deck Officers to assist with upkeep of publications.
The Master may
All nautical publications and charts onboard according vessel's present trading pattern are to be corrected
to the latest Notice to Mariners [NTM] received. Others publication and chart correction are to be logged
following as per UK British Admiralty publication NP294 "HOW TO CORRECT YOUR CHARTS THE
ADMIRALTY WAY."
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At departure port, local harbour charts and immediate adjoining sea chart(s) are to be corrected for all
NTMs received at the port, before vessel sails.
Any deviation from these instructions or failure to have publications properly corrected will be prejudicial
to the person concerned's future with the company.
Charts & Nautical Publications: Requirements of Local Administrations
Some Maritime Administrations and local Authorities may require the compulsory use of locally
published charts while transiting their waters.
Masters are required to verify in ample time with local agents and comply with the concerned regulations
accordingly.
If local charts are in a language other than English, it would be prudent to use British Admiralty charts
side by side to the local charts.
2.42 NAUTICAL PUBLICATIONS CORRECTION PROCEDURE
For chart outfit management, Deck Officers are to be guided by advise in Chapter 1 of the MARINER'S
HANDBOOK (NP 100).
For chart correction procedure please follow the UK British Admiralty publication NP294. This
publication details the tools and methodology required for good chart correction on board and is to be
considered as SSM's official guideline on the subject.
The accuracy of information in Nautical Publications depends on the accuracy of up dating and correcting
those Publications. Corrections are received onboard by means of one of the following:
NTMs.
Radio Navigation Warnings.
New Editions of Publications.
NAVTEX.
EGC safety reports on INMARSAT.
Other electronic updating systems via E-mail.
The corrections received will apply to the following:
Navigational Charts & Publications.
Sailing Directions.
Lists of Lights and Fog Signals.
Lists of Radio Signals.
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All corrections made in the above Publications must be noted in the appropriate space.
Master's are advised to use the CUMULATIVE LIST OF ADMIRALTY NOTICES TO MARINERS' to periodically
confirm that corrections are diligently done and that the current edition of charts is in use.
2.43 NOTICES TO MARINERS
All vessels are provided with NTMs issued by British Admiralty. In addition, as per local Flag State
regulations, those issued by the Chilean Maritime Hydrographical Service (SHOA) are regularly supplied
to Chilean flag vessels.
NTMs are presently received at SSM office and then distributed regularly and frequently by courier
service to all ships. Some delays in deliveries can also occur due to current vessels schedule.
If any unusual non-delivery is experienced, essential NTMs must be obtained locally and this office
informed.
2.44 NAVIGATION WARNING: EGC & NAVTEX
(Also refer to PARAGRAPH 2.15 GMDSS)
Deck OOW is to monitor EGC and NAVTEX Navigational warnings and any such notices received are to
be initialled by him along with date and time of receipt.
Any voyage charts affected by these warnings are to be immediately corrected in pencil. Relieving Deck
OOW and Master are to be informed in due course.
Any warning that affects the route plan or poses an immediate danger to the safety of navigation, is to be
brought to the notice of the Master ON RECEIPT.
2.45 NEW CHART NEW EDITIONS
Whenever a new edition either of a chart or a nautical publication normally used by the vessel to meet
trading requirements is warned in the Notices to Mariners, the vessel must produce the corresponding
requisition to SSM to be provided with.
Where a publication is needed at short notice the Master should obtain it locally and subsequently advise
SSM.
As SSM policy all charts are to be kept/stored in a consecutive serial number order.
Code:
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2.46 SUPERSEDED PUBLICATIONS

All superseded and out of date publications must be removed from the bridge and chart room, and
destroyed or defaced so that they cannot be used for navigation by error.
2.47 RENEWAL OF ANNUAL PUBLICATIONS
All ships must raise the corresponding requisition to SSM for up dating annual publications well in
advance. If these publications are not received in good time for any reason, SSM should be notified
without delay and meanwhile procure urgently required publications locally.
2.48 ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM [ECDIS]
For some years a new concept has been making its presence felt in shipping circles: ECDIS. Better known
under the term electronic nautical chart, all kinds of nautical chart presentations on computers are often
called ECDIS, not just by landlubbers but also by seafarers and the equipment suppliers. However, there
are standards and specifications that precisely define the nature of an item of equipment that may be
designated ECDIS and is intended for professional shipping.
As already stated ECDIS means ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
ECDIS is thus more than an "electronic nautical chart". Nautical charts are in fact presented
electronically, but in principle all kinds of chart - aviation charts, street maps, railway maps, etc. - could be
presented on a computer display using the same methodology. However, we shall restrict ourselves to
comments on the electronic nautical charts. ECDIS was initially developed for shipping, and thus the use
of both terms as synonyms is entirely justified.
On the other hand, electronic chart presentation is only one aspect of ECDIS. ECDIS is also an
information system. As an information system, ECDIS enables the user to call up information on the
items displayed in addition to the graphics presentation. For instance: a lighthouse. This is marked on the
chart by a tower symbol. The system can give further information on this object, e.g. the fact that the
tower has horizontal red/white stripes, is a 28 m high steel structure on a masonry base called "Roter
Sand", and that it used to be manned but is no longer operational and is now preserved as a monument.
The data may make it possible to call up a further text presenting a detailed history of our lighthouse. It
may also be possible to view a digitised photo of this object. The amount and quality of the information
available on the individual objects depends on how up-to-date, accurate and well maintained the data base
is, not on the ECDIS itself.
ECDIS stores these various details in a geographic, object oriented data base. Hence ECDIS belongs to
the group of Geographic Information Systems (GIS). (For additional operational details see also ICS
BRIDGE PROCEDURES GUIDE [Paragraph 4.9] available on board).
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2.49 INTEGRATED BRIDGE SYSTEM [IBS]

An IBS is defined as a combination of systems which are interconnected in order to allow centralized
access to sensor information or command/control from workstations, with the aim of increasing safe and
efficient ship's management by suitably qualified personnel.
Performance standards for integrated bridge systems were adopted by IMO in 1996 [Resolution
MSC.64(67)].
The revised SOLAS, CHAPTER V (adopted in December 2000 and entering into force in July 2002) says in
REGULATION 19 CARRIAGE REQUIREMENTS FOR SHIPBORNE NAVIGATIONAL SYSTEMS AND EQUIPMENT,
PARAGRAPH 6: Integrated bridge systems shall be so arranged that failure of one sub-system is brought
to immediate attention of the Officer in charge of the navigational watch by audible and visual alarms,
and does not cause failure to any other sub-system. In case of failure in one part of an integrated
navigational system, it shall be possible to operate each other individual item of equipment or part of the
system separately
(For IBS additional operational details see also ICS BRIDGE PROCEDURES GUIDE [PARAGRAPH 4.8]
available on board).
2.50 AMVER PARTICIPATION
The Automated Mutual-assistance Vessel Rescue [AMVER] system, sponsored by the U.S. Coast Guard,
is a unique, computer-based, and voluntary global ship reporting system used worldwide by search and
rescue authorities to arrange for assistance to persons in distress at sea.
AMVERs success is tied directly to the number of merchant vessels regularly reporting their sail plans
and positions.
Vessels incur no additional obligation to respond to distress alerts than already exists under international
law of the sea.
Since AMVER identifies the best ship or ships to respond, it releases other vessels to continue their
voyage, thus saving fuel, time and payroll costs. Information sent to AMVER is protected and used only
in a bonafide maritime or aviation emergency.
The following methods are recommended for vessels to transmit AMVER sail plan / position / deviation /
arrival reports:
1. Electronic Mail via the INTERNET AMVERs address is: AMVERMSG@AMVER.COM
If a vessel already has an inexpensive means of sending electronic mail to INTERNET address, this is
a preferred method. Electronic mail may be sent via satellite or via HF radio, depending on the
vessels equipment and arrangements with communications providers ashore.
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Vessels must be equipped with a personal computer, an interface between the computer and the ships
communications equipment, and the appropriate software. Please note: the e-mail path on shore to
the AMVER center is essentially free, but the communications service provider may still charge from
ship-to-shore.
2. AMVER/Seas COMPRESSED MESSAGE via INMARSAT-C via COMSAT. AMVER address:
NOAA Phone Number Entered in the ADDRESSBOOK. (For information, please see the instruction
sheet for your brand of INMARSAT C transceiver.)
Vessels equipped with INMARSAT standard C transceiver with floppy drive and capability to
transmit a binary file (ships GMDSS INMARSAT C transceiver can be used); an IBM-compatible
computer (not part of the ships GMDSS system) with hard drive, 286 or better PC, VGA graphics; an
interface between them; and the AMVER/seas software (available free of charge from the U.S.
National Oceanic and Atmospheric Administration, NOAA), may send combined AMVER/ weather
observation messages free of charge via COMSAT land earth stations at: 001 Atlantic Ocean region
West (Aorw) (Southbury); 101 Atlantic Ocean region East (Aore) (Southbury); 201 Pacific
Ocean region (Por) (Santa Paula); 321 Indian Ocean region (Ior) (Aussaguel).
3. HF radiotelex service of U.S. Coast Guard communications stations.
4. HF radio at no cost via U.S. Coast Guard contractual agreements with the following companies:
GLOBE WIRELESS SUPER STATION NETWORK
MOBILE MARINE RADIO (WLO)
5. TELEX. AMVER ADDRESS: 127594 AMVERNYK

AMVER reports may be filed via telex using either satellite (code 43) or HF radio. Vessels must pay
the tariffs for satellite communications. Radio telex reports, if filed via a coast station participating in
the AMVER program, may be sent free of charge. Participating coast stations are listed in the
AMVER bulletin magazine. Telex is a preferred method when less costly methods are not available.
6. Telefax. Telefacsimile phone number to the U.S. Coast Guard Operations Systems Center in
Martinsburg, West Virginia: +1 304 264 2505
IN THE EVENT OTHER COMMUNICATIONS MEDIA ARE UNAVAILABLE OR INACCESSIBLE,
AMVER REPORTS MAY BE FAXED DIRECTLY TO THE AMVER COMPUTER CENTER. HOWEVER,
THIS IS THE LEAST DESIRABLE METHOD OF COMMUNICATIONS, SINCE IT INVOLVES MANUAL
INPUT OF INFORMATION TO THE COMPUTER VICE ELECTRONIC PROCESSING.
AMVER Voyage Report Types

There are five types of AMVER reports SAILING PLAN, DEPARTURE, ARRIVAL, POSITION and
DEVIATION REPORTS.
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The reporting formats which are fully explained in the AMVER Participation Instructions to be received
from the USCG after formally joining the system are in line with IMO proposed standard.
What and When You Report
SAILING PLANS may be sent days or even weeks prior to departure, but not later than departure.
DEPARTURE REPORTS should be sent as soon as practicable upon leaving a port.
POSITION REPORTS should be sent within twentyfour hours of departure, and subsequently no
less frequently than every fortyeight hours until arrival. Position reports must include
destination.
ARRIVAL REPORTS should be sent immediately prior to or upon arrival at the Port of Destination.
At the discretion of the Master, reports may be sent more frequently than the above schedule, as,
for example, in heavy weather or under other adverse conditions.
REMEMBER THAT FOR VESSELS INVOLVED EITHER ON LENGTHY OFFSHORE OR
TRANSCONTINENTAL OCEAN PASSAGES IT IS A COMPANYS REQUIREMENT TO ALWAYS
PARTICIPATE IN AMVER.
2.51 FLAG ETIQUETTE & SALUTING

Courtesy flag to be flown as per relevant port regulations. Some countries may require their flag to be
flown day and night in their territorial waters.
At all times the colours are to be dipped to passing warships flying their country's flag.
2.52 VOYAGE DATA RECORDER (VDR) & SIMPLIFIED VOYAGE DATA RECORDER
(SVDR)
The VDR or S-VDR is designed to record and store, in a secure and retrievable form, information
concerning the ships position, movement, physical status and command and control for the period leading
up to and following an incident. The data must be stored automatically in an approved protective capsule.
Officers on board must be familiar with the operational instructions in how to operate the VDR.
Equipment user manual must be available on board.
In all cases detailed in our MAN-FLT-007 (MAJOR Casualty Contingency Manual) the data collected in
the equipment must be saved according to equipment instruction manuals.
Please refer to SOLAS chapter 5, rule 20 and IMO MSC/Circ. 1024 from 29 May 2002.

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SOUTHERN SHIPMANAGEMENT

BRIDGE MANAGEMENT MANUAL

SECTION 2 BRIDGE PROCEDURES

Reference is to be made to STCW CODE, PART-A, CHAPTER VIII STANDARDS REGARDING

During the sea passage:

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

The use of plotting sheets is prohibited on SSM managed vessels.

BRIDGE MANNING LEVELS & THE CO-PILOT SYSTEM OF NAVIGATION

BRIDGE MANAGEMENT MANUAL

Team members shall:

i.e. WATCH DOUBLED

Recommendations for application of different watch levels:

BRIDGE MANAGEMENT MANUAL

Waterways with increased traffic density.

BRIDGE MANAGEMENT MANUAL

The following should be considered:

MASTER'S STANDING ORDERS & MASTERS ORDER BOOK (NIGHT ORDERS)

BRIDGE MANAGEMENT MANUAL

RELIEVING DECK WATCH KEEPING OFFICERS

LOOK-OUT (OOW) AND EARLY ACTION

BRIDGE MANAGEMENT MANUAL

LIMITATIONS OF NAVIGATIONAL EQUIPMENT & AIDS TO NAVIGATION

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

2.18 PRE-SAILING VERIFICATIONS & REPORT

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

In any other emergency or if in any doubt.

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

No detail is too small to include in the Bell Book.

BRIDGE MANAGEMENT MANUAL

A discharge or probable discharge of harmful substances in packaged form, including those in

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

2.34 EMERGENCY TOWING PROCEDURE

BRIDGE MANAGEMENT MANUAL

FIRE & SAFETY ROUNDS

To be carried-out by the Bridge watckeeper on duty between

Deck OOW 20002400

Deck OOW 00000400

BRIDGE MANAGEMENT MANUAL

On Air & Fuel

The Master may

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

BRIDGE MANAGEMENT MANUAL

2.46 SUPERSEDED PUBLICATIONS

BRIDGE MANAGEMENT MANUAL