BRIDGE PROCEDURE

MANUAL

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Bridge Procedures Manual

Chapter 1 – ORGANISATION Page 1

1.1 General 2
1.2 Bridge organisation 2
1.3 Passage plan 2
1.4 Safety systems - Maintenance & Training 2
1.5 Company & Master’s Standing Orders 3
1.6 Responsibilities of the Master 3
1.7 Responsibilities of the Officer of the Watch 3-4
1.8 Responsibilities of other personnel 4
1.9 Qualification of bridge personnel and manning 4

Chapter 2 - OFFICER OF THE WATCH Page 5

2.1 Duties of the Officer of the Watch 6
2.1.1 Keeping a good watch 6
2.1.2 Main engine 6
2.1.2.1 Control of revolution ahead and astern 6
2.1.2.2 Condition and readiness 6-7
2.1.2.3 Ship‘s draught and manoeuvring information 7
2.2 Look outs 7
2.3 Changing over the watch 7
2.4 Calling the Master 8
2.5 Periodically checks of navigation and communication equipment 8
2.6 Deep sea navigation and position fixing 8
2.7 Log Books 9
2.8 Helicopter operation 9
2.9 System control and monitoring 9
2.10 Bridge and emergency checklists 9

Chapter 3 - NAVIGATION PROCEDURES Page 10

3.1 Watch arrangements 11
3.2 Fitness for duty 11
3.3 Passage planning 11
3.3.1 Responsibilities for passage planning 12
3.3.2 Pilotage and passage planning 12
3.3.3 Principles of passage planning 12-13
3.4 Parallel index plotting 13

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3.5 Helmsman / Automatic pilot 14

3.6 Navigation with a pilot onboard ship 14
3.7 Navigation in coastal waters 14
3.8 Navigation in restricted visibility 14-15
3.9 Navigation in adverse weather 15
3.10 Navigation in ice 15-16
3.11 Ship at anchor 16

Chapter 4 - NAVIGATION EQUIPMENT Page 17

4.1 Operation and maintenance of navigation equipment 18
4.2 Radar and automatic radar plotting aids (ARPA) 18-19
4.3 Steering gear and automatic pilot 19
4.4 Gyro and magnetic compasses 19
4.5 Chronometers 19
4.6 Echo sounder 20
4.7 Speed recorder 20
4.8 Electronic position fixing aids 20
4.9 Hydrographical publications 20
4.10 Emergency navigation lights and signalling equipment 20
4.11 VHF radio 21
4.12 Ship radio reporting systems 21
4.13 Electronic Chart Display and Information System (ECDIS) 21
4.14 AIS (Automatic Identification System) 21

Chapter 5 - DEPARTURE AND ARRIVAL Page 22

5.1 Preparation for departure 23
5.2 Preparation for arrival 23
5.3 Embarkation / Disembarkation of the pilot 23
5.3.1 Master/Pilot information exchange 23

Chapter 6 - EMERGENCY PROCEDURES Page 24

6.1 General 25
6.2 System fall back and emergency procedures 25
6.2.1 Main engine failure 25
6.2.2 Auxiliary machinery failure 25
6.2.3 Steering gear failure 25
6.2.4 Gyro compass failure 25
6.2.5 Bridge control / telegraph failure 26

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6.2.6 Imminent collision 26

6.2.7 Stranding 26
6.2.8 Fire 26
6.2.9 Flooding 26
6.2.10 Man over board 26
6.2.11 Search and rescue 26
6.2.12 Helicopter assistance 26
6.2.13 Vessel in stand-by position 26
6.2.14 Security breaches or incidents 26

ANNEXES
BPM/1 - What’s New
BPM/2 - Passage Plan
BPM/3 - Passage Plan Guideline
BPM/4 - Check of Bridge Equipment
BPM/5 - Handing-Over the Watch
BPM/6 - Navigation in Deep Sea
BPM/7 - Pilot Information Card
BPM/8 - Pilot onboard Ship
BPM/9 - Navigation in Coastal Waters
BPM/10 - Navigation in Restricted Visibility
BPM/11 - Navigation in Heavy Weather or Tropical Storm Areas
BPM/12 - Navigation in Ice
BPM/13 - Anchoring and Anchor Watch
BPM/14 - Steering Gear Test Routine
BPM/15 - Use of VHF at Sea
BPM/16 - Required Boarding Arrangements for Pilot
BPM/17 - Pilot Checklist
BPM/18 - ECDIS
BPM/18.1 – ECDIS Familiarization Checklist

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Proper bridge organisation and high standards of navigation are fundamental for the
safety of the ship, its crew and cargoes, and the protection of the environment.
In respect of the above, this Manual is intended to secure the safety of the ship, the
environment and cargo and to complement existing standards and guidelines. It is
not intended to replace the Safety Management Manual, the Standing Orders issued
by the Company, the Master, or any national or local instructions or guidance. In any
instance where this Manual is at variance with such orders or instructions, the latter
must be put into operation and followed.
Another purpose of this Manual is to provide Masters and Navigating Officers with a
summary of day-to-day bridge operation procedures that are considered as good
practice to ensure the safety of the ship, its personnel and cargo and its efficient
operation at sea.
It is recommended that this manual be kept on the bridge so that the Master and
navigating officers can make themselves thoroughly familiar with its contents. An
electronically version of it is implemented within the Vessel’s Management System
(VMS). Amendments to or changes within this manual are recorded in the Annexes,
BPM/1 - What’s New.

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Chapter 1 – ORGANISATION Page

1.1 General 2

1.2 Bridge organisation 2

1.3 Passage plan 2

1.4 Safety systems - Maintenance & Training 2

1.5 Company & Master’s Standing Orders 3

1.6 Responsibilities of the Master 3

1.7 Responsibilities of the Officer of the Watch 3-4

1.8 Responsibilities of other personnel 4

1.9 Qualification of bridge personnel and manning 4

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1.1 General
The competence and vigilance of the officer of the watch provide the most direct means of
avoiding dangerous situations. However, analyses of navigational casualties show that
weakness in bridge organisation is often a contributory cause. Clearly defined procedures
as laid down in company instructions and/or Master’s standing orders are essential.
Reference is also be made to the company’s Safety Management Manual, Emergency
Procedures Manual and Ship Security Plan.

1.2 Bridge Organisation

In order to achieve a sound and efficient bridge organisation and navigational watch,
operational procedures are established to:
• Minimise the risk that an error by one person will have disastrous and irreversible
consequences;
• Emphasise the need to maintain a visual lookout and periodically undertake collision
avoidance routines in good visibility in order to be fully prepared if difficult situations
subsequently arise in reduced visibility;
• Encourage the use of all available means to fix the position of the ship when making a
landfall and when there is doubt concerning the ship’s position;
• Make use of passage planning and methods of navigation by which continuous
monitoring of cross track error can be effected when navigating in coastal waters;
• Ensure that all instrument errors are known and correctly applied as shown in operating
manuals;
• Recognise that pilots are a valuable addition to the bridge team and should be
encouraged to inform the Master or officer of the watch of their intentions.

1.3 Passage Plan

The Master MUST ensure that a plan for the intended passage is prepared by using the form
BPM/2 - Passage Plan before sailing and that it is executed taking into account the
guidelines
detailed in BPM/3 - Passage Plan Guideline.

1.4 Safety systems - Maintenance & Training

In addition to the above, the Master MUST ensure that all systems, such as life saving
appliances and fire-fighting equipment, are properly maintained and that officers of the watch
and other crew members are appropriately trained in the use of these systems. Regular drills
MUST be carried out in accordance with the Safety Management Manual. Details of
maintenance and training MUST be entered in the prescribed logbook.
The Master MUST consider the use of a bridge equipment log book and checklists provided
in which the status of bridge equipment and bridge procedures is recorded and signed by the
responsible officer.

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1.5 Company & Master’s Standing Orders

The Company’s standing orders for the bridge are laid down under the section Company
Standing Order´s within the Vessel’s Management System (VMS). These instructions
MUST be adhered to at all times. In addition, the Master MUST issue his own standing- and
night orders to cover specific situations, which may occur during a watch. Master’s standing
orders MUST be posted so that the navigation officer can easily identify them. Night orders
MUST be recorded in the night order book and countersigned by all navigation officers.
It is essential that the Officer of the Watch is absolutely clear about the action the Master
expects him to take whilst on watch.
It is the responsibility of the Master to ensure that newly joined officers make themselves
thoroughly familiar with standing orders and any other directives before taking over a watch
and that they know how to set up and operate all appropriate navigation and communication
equipment.
The checklist BPM/4 - Check of Bridge Equipment details actions to be carried out and
MUST be observed whenever applicable.

1.6 Responsibilities of the Master

The Master has the overriding authority for the safety, safe navigation and efficient operation
of the vessel at all times and under all circumstances as detailed in the Safety Management
Manual, Chapter 3 - Operating Procedures, 3.1 General Operation Guideline, 3.1.5.1
Master’s Overriding Authority.
The Master MUST ensure that the watch keeping arrangements for the ship are at all times
adequate in order to maintain safe navigational watches at sea, during passage with a pilot,
at anchor and in port.
The Master MUST monitor regular the performance of the officer of the watch. This will
enable him to detect possible errors and to give corresponding training. Training needs,
which cannot be provided onboard ship MUST be reported to the company. Training done
MUST be recorded using the drill report from the Safety Management Manual. In addition to
the above, the Master MUST (at least once per contract) audit navigational officers regularly
to determine their abilities.
A formal report of the audit should be attached to the Handing-Over/System Review as
detailed in the Safety Management Manual.

WHENEVER THE MASTER IS PRESENT AT THE BRIDGE WHILE AN OFFICER ON

WATCH IS IN CHARGE, HE MUST MAKE A LOAD AND CLEAR ANNOUNCEMENT IF HE
ATTENDS TO OVERTAKE THE COMMAND. AN ENTRY INTO THE DECK LOG IS
REQUIRED, WHEN THE MASTER OVERTOOK THE COMMAND.

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1.7 Responsibilities of the Officer of the Watch

The officer of the watch is the Master’s representative, and his primary responsibility at all
times is the safety of the ship. He is responsible for ensuring that the planned passage is
properly carried out during his watch. He MUST at all times comply with the 1972
International Regulations for Preventing Collisions at sea (COLREGS) and Regulation II/1
(Basic Principles to be Observed in Keeping a Navigational Watch) of the International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978
(STCW Convention) (as amended 1995).
The officer of the watch should keep his watch on the bridge and in no circumstances should
he leave the bridge until properly relieved. A fundamental responsibility of the officer of the
watch is to ensure the efficiency of the navigating watch. It is therefore of particular
importance that he ensures that an efficient lookout is maintained at all times.The officer of
the watch continues to be responsible for the safety and navigation of the vessel despite the
presence of the Master on the bridge until such times as the Master informs him specifically
that he has assumed that responsibility. It is the duty of the officer of the watch to be aware
of any work being carried out in the vicinity of the radar and radio aerials, and of sound
signalling apparatus, so that the appropriate warnings can be given. The use of warning
notices to hang on equipment controls when such work is in progress is recommended.

Every officer on watch is entitled to use without restrictions all navigation and
communication (for navigational or ship operational purposes) equipment available
onboard ship.

1.8 Responsibilities of other personnel

The officer of the watch should give the watch keeping personnel all appropriate instructions
and information necessary for maintaining a safe watch, including a proper lookout.

1.9 Qualification of bridge personnel and manning

It is the duty of the Company to ensure that each ship carries sufficient qualified officers to
enable the Master to perform his duties in accordance with the Regulations.
The qualifications and number of officers carried on each vessel MUST comply with the
regulations laid down under the „International Convention on Standards of Training,
Certification and Watch keeping for Seafarers, 1978“ (as amended 1995).

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Chapter 2 - OFFICER OF THE WATCH Page

2.1 Duties of the Officer of the Watch 6

2.1.1 Keeping a good watch 6

2.1.2 Main engine 6

2.1.2.1 Control of revolution ahead and astern 6

2.1.2.2 Condition and readiness 6-7

2.1.2.3 Ship‘s draught and manoeuvring information 7

2.2 Look outs 7

2.3 Changing over the watch 7

2.4 Calling the Master 8

2.5 Periodically checks of navigation and communication equipment 8

2.6 Deep sea navigation and position fixing 8

2.7 Log Books 9

2.8 Helicopter operation 9

2.9 System control and monitoring 9

2.10 Bridge and emergency checklists 9

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2.1 Duties of the Officer on Watch

2.1.1 Keeping a good watch

The Officer of the Watch is responsible for the maintenance of a continuous and alert watch.
This is one of the most important considerations in the avoidance of collision, stranding or
other casualties.
In order to keep an efficient watch the Officer of the Watch should ensure the following:
• An alert all-round visual and aural lookout to allow a full grasp of the current situation,
including the presence of ships and landmarks in the vicinity;
• Close observation of the movements and bearing of approaching vessels;
• Identification of ship and shore lights;
• Close monitoring that the course is being steered accurately and that wheel orders are
correctly executed, if manned;
• Observation of the radar and echo sounder display;
• Observation of changes in the weather, especially the visibility.
2.1.2 Main engine
The Officer of the Watch should bear in mind that the main engine is at his disposal for
assistance in manoeuvring. He should not hesitate to use them in case of need, although
timely notice of an alteration of engine movements should be given when possible. He
should also be fully aware of the manoeuvring capabilities of his ship, including its stopping
time and distance and turning circle.
The Officer of the Watch should pay particular attention to the following when controlling
main engines:
2.1.2.1 Control of revolutions ahead and astern
The officer of the watch should be familiar with the operation of the engines and be aware of
any limitation. He should appreciate that the type and configuration of the ship’s engines will
have implications when changing speed or motion. Direct drive diesels have relatively quick
responses to change provided the engines are on „stand-by“. The delays and constraints
built into engines when operating unmanned will have a substantial bearing on ship
manoeuvring.
The officer of the watch should therefore be familiar with the actual mechanical procedures
initiated by an unforeseeable variation in engine speed.
2.1.2.2 Condition and readiness
The officer of the watch should know the time taken to achieve both an emergency and a
routine stop in both “open sea” and manoeuvring conditions.
2.1.2.3 Ship‘s draught and manoeuvring information
The Master should ensure that the draught of the ship is readily available to the Officer of the
Watch throughout the voyage. The draught should be displayed in the wheelhouse and
adjusted as necessary to take account of changes, which occur as the voyage progresses.
The chief officer MUST ensure that changes in draught due to ballasting (particularly at sea)
are calculated and properly recorded.
A wheelhouse poster containing general ship’s particulars and detailed information
describing the manoeuvring characteristics of the ship MUST be permanently placed on the
bridge. The operational status of propulsion machinery and navigational equipment should
be noted next to or on this poster.

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It should be borne in mind that the ship’s manoeuvrability information will not necessarily
indicate the performance of the ship at any one time as this performance will vary according
to the environmental, hull and loading conditions experienced.
The officer of the watch shall make the most effective use of all navigational equipment at his
Disposal When using radar, the officer of the watch shall bear in mind the necessity to
comply at all times with the provisions on the use of radar contained in the Collision
Regulations.
In cases of need the officer of the watch shall not hesitate to use the helm, engines and
sound signalling apparatus.
2.2 Look outs
In addition to maintaining a proper look out for the purpose of fully appraising the situation
and the risk of collision, stranding and other dangers to navigation (i.e. ice), the duties of the
look out shall include the detection of ships or aircraft in distress, shipwrecked persons,
wrecks and debris.
In maintaining a look out the following shall be observed:
• The look-out MUST be able to give full attention to the keeping of a proper look-out and no
other duties shall be undertaken or assigned which could interfere with that task;
• The duties of the look-out and helmsman are separate and the helmsman shall not be
considered to be the look-out while steering. The officer in charge of the watch may be the
sole look out in daylight provided that on each such occasion:
⇒ The situation has been carefully assessed and it has been established without
doubt that it is safe to do so;
⇒ Full account has been taken of all relevant factors including, but not limited to:
• State of weather;
• Visibility;
• Traffic density;
• Proximity of danger to navigation;
• The attention necessary when navigating in or near traffic separation schemes;
• Assistance is immediately available to be summoned to the bridge when any
change in the situation so requires.
2.3 Changing over the watch
If a manoeuvre or other action to avoid a hazard is taking place at the moment when the
officer of the watch is to be relieved, handover should be deferred until the action is
completed.
The Officer of the Watch should not hand over the watch if he has any reason to believe that
the relieving officer is suffering from disability (including illness, drink, drugs or fatigue), which
would preclude him from carrying out his duties effectively. If in doubt, he MUST consult the
Master.
The relieving Officer of the Watch should ensure that members of his watch are fully capable
of performing their duties and in particular that they are adjusted to night vision. He should
not take over the watch until his vision is fully adjusted to the prevailing light conditions and
he has personally satisfied himself concerning the items in the deck log book.
After handing over the watch, the officer relieved MUST carry out rounds on board to check
for fire, flooding or any other unusual condition (i.e. oil escaping from hydraulic lines etc.).

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2.4 Calling the Master

The Officer of the Watch should notify the Master immediately under any of the following
circumstances:
• Restricted visibility is encountered or expected;
• Traffic conditions or the movement of other ships are causing concern;
• Difficulties are expected in maintaining course;
• Unexpectedly land or a navigation mark is sighted or a change in sounding;
• Breakdown of engines, propulsion, remote controls, steering gear or essential navigating
equipment, alarm or indicator;
• Radio equipment malfunctions;
• On receipt of NAVTEX message concerning local bad weather conditions;
• On receipt of an emergency distress signal via GMDSS within the vicinity of vessel’s track;
• Heavy weather is imminent;
• Ship meets any hazards to navigation (i.e. ice, shallow water, derelict etc.);
• An emergency occurred or is likely to occur (i.e. risk of piracy etc.);
• Vessel is navigating with a pilot on board;
• In any doubt.
Despite the requirement to notify the Master immediately in the foregoing circumstances, the
officer of the watch should not hesitate to take immediate action to ensure the safety of the
ship whenever circumstances require.
2.5 Periodically checks of navigation and communication equipment
The officer of the watch MUST make regular checks to ensure that:
• The helmsman or the automatic pilot is steering the correct course;
• The standard magnetic compass error is established at least once a watch and also if
possible after any major alteration of course;
• The standard magnetic and gyro compasses are compared frequently and repeaters
synchronised;
• The automatic pilot is tested in the manual position at least once a watch;
• The navigation and signal lights and other navigational equipment are functioning properly;
• Communication devices like VHF and other means.
Operational tests of shipboard navigation and communication equipment should be carried
out at sea as frequently as practicable and as circumstances permit, in particular when
hazardous conditions affecting navigation are expected.
The checklist BPM/4 - Check of Bridge Equipment details tests to be carried out and
MUST be observed whenever applicable.
2.6 Deep sea navigation and position fixing
When navigating in deep sea or outside coastal waters, the officer of the watch MUST
consider at all times actions detailed in BPM/6 - Navigation in Deep Sea and uses all
means at his disposal to fix the position of the ship at regular intervals, and at least once
daily. Positions obtained from navigational aids, or by dead reckoning, should be checked by
observed position fixing methods whenever possible.

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2.7 Log Books

A proper record of the movements and activities of the vessel MUST be kept in the
appropriate log during the watch. Instructions for the completion of log books MUST be
strictly observed.
2.8 Helicopter operation
Masters and Officers of the Watch of vessels likely to be engaged in the transfer of personnel
or stores by helicopter should make themselves familiar with the ICS Guide to Helicopter/
Ship operations.
Where helicopter assistance in emergency situations is required, the Emergency
Procedures Manual, Chapter 2 - Emergency Checklists, 2.18 - Helicopter operations
MUST be put into action.
2.9 System control and monitoring
The officer of the watch is responsible for monitoring other systems and their controls, which
are located on the bridge. These will include the following:
• Fire detection;
• Watertight integrity;
• Machinery condition;
• Radio communications (particularly the bridge watch M/F radio telephone receiver);
• Ballast control;
• Other specialised requirements as instructed by the Master.
During critical phases, enough manpower MUST be available to operate all system controls,
which are fitted on the bridge.
2.10 Bridge and emergency checklists
The officer of the watch MUST be fully conversant with the procedure summarised in the
various checklists of this manual (see Chapter 6 - Emergency Procedures) and also with
relevant procedures of the Safety Management Manual, Emergency Procedures Manual
and Ship Security Plan in order to maintain a safe and efficiently watch at the bridge. When
time permits, whether the action taken is routine or in an emergency, the appropriate check
list should be consulted in order to ensure that all necessary steps are taken.

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Chapter 3 - NAVIGATION PROCEDURES Page

3.1 Watch arrangements 11

3.2 Fitness for duty 11

3.3 Passage planning 11

3.3.1 Responsibilities for passage planning 12

3.3.2 Pilotage and passage planning 12

3.3.3 Principles of passage planning 12-13

3.4 Parallel index plotting 13

3.5 Helmsman / Automatic pilot 14

3.6 Navigation with a pilot onboard ship 14

3.7 Navigation in coastal waters 14

3.8 Navigation in restricted visibility 14-15

3.9 Navigation in adverse weather 15

3.10 Navigation in ice 15-16

3.11 Ship at anchor 16

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3.1 Watch arrangements

The composition of the watch shall at all times be adequate and appropriate to the prevailing
circumstances and conditions and shall take into account the need for maintaining a proper
look out.
When deciding the composition of the watch on the bridge, which may include appropriate
deck ratings, the following factors MUST be considered:
• At no time shall the bridge be left unattended;
• Weather condition, visibility and whether there is daylight or darkness;
• Proximity of navigational hazards which may make it necessary for the officer in charge of
the watch to carry out additional navigational duties;
• Use and operational condition of navigational aids such as radar or electronic
Position indicating
devices and any other equipment affecting the safe navigation of the ship;
• Density of sea borne traffic;
• Whether the ship is fitted with automatic steering;
• The knowledge of and confidence in the professional competence of the officers and crew;
• The experience of each duty officer;
• Any unusual demands on the navigational watch that may arise as a result of special
operational circumstances.
If any of the above requires, the watch should be doubled or re-arranged.
A watch keeping plan MUST be detailed by the Chief Officer, signed by the Master and
published on the bridge and near the mess rooms. The watch keeping plan MUST contain
the
following information:
• Vessel’s name;
• Date of the last revision;
• Name and rank of every person involved in the watch keeping plan;
• Time frame of duty for every person involved in the watch keeping plan;
• Name and signature of the Chief Officer
• Name and signature of the Master.
3.2 Fitness for duty
The watch system shall be such that the efficiency of watch keeping officers and watch
keeping ratings is not impaired by fatigue. Duties shall be so organized that the first watch at
the commencement of a voyage and the subsequent relieving watches are sufficiently rested
and otherwise fit for duty.
3.3 Passage planning
IF APPROPRIATE CHARTS NECESSARY FOR THE VOYAGE ARE NOT
AVAILABLE ONBOARD THE SHIP, I.E. LARGE SCALE CHARTS, AND CANNOT
BE ARRANGED PRIOR TO DEPARTURE THEN THE MASTER MUST PLAN THE
VOYAGE ALONG THE AREAS NOT COVERED BY CHARTS.

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3.3.1 Responsibilities for passage planning

It is customary for the Master to delegate the initial responsibility for preparing the plan of a
passage to the officer responsible for navigational equipment and publications, usually the
Second Officer. For the purposes of this guide the officer concerned will be referred to as the
Navigating Officer.
In certain circumstances the Master himself need to exercise the responsibility of the
Navigating Officer for passage planning purposes.
The Navigating Officer has the task of preparing the detailed passage plan to the Master’s
requirements prior to departure. When the port of destination is not known or is subsequently
altered, it will be necessary for the Navigating Officer to extend or amend the original plan as
appropriate.
3.3.2 Pilotage and passage planning
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 responsibility for the ship’s navigation is not transferred to the Pilot and the
Officer of the Watch retains all his duties. After his arrival on board, the Pilot, in addition to
being advised by the Master of manoeuvring characteristics and basic details of the vessel
for its present condition of loading, should indicate the passage plan he intends to follow. The
general aim of the Master should be to ensure that the plan is safe and the expertise of the
Pilot is fully supported by the ship’s bridge personnel.
It is unlikely that every detail of a passage will have been anticipated, particularly in pilotage
waters. Much of what will have been planned may have to be changed after embarking the
Pilot. This is no way detracts from the real value of the plan, which is to mark out in advance
where the ship MUST not go and the precautions which MUST be taken to achieve that end,
or to give initial warning that the ship is standing into danger.
3.3.3 Principles of passage planning
There are four distinct stages in the planning and achievement of a safe passage:
• Appraisal;
• Planning;
• Execution;
• Monitoring.
These stages MUST of necessity follow each other in the order set out above. An appraisal
of information available MUST be made before detailed plans can be drawn up and a plan
MUST be in existence before tactics for its execution can be decided upon. Once the plan
and the manner in which it is to be executed have been decided, monitoring MUST be
carried out to ensure that the plan is followed.
BPM/3 - Passage Plan Guideline details steps to be taken while planning a passage and
the execution of the plan.
In addition to the obvious requirement for charts to cover the area for areas through which
the ship will proceed, they should be checked to see that they are corrected up-to-date in
respect of both the permanent and temporary “Notices to Mariners” and existing radio
navigational warnings. The information necessary of the intended passage will include details
of:
• Currents (direction and rate of set);
• Tides (times, heights and direction and rate of set);
• Draught of ship during the various stages of the intended passage;
• Advice and recommendations given in sailing directions;

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• Navigational lights (characteristics, range, arc of visibility and anticipated raising range);
• Navigational marks (anticipated range at which objects will show on radar and/ or will be
visible to the eye);
• Traffic separation and routing schemes;
• Navigational warnings affecting the area;
• Climatologically data affecting the area;
• Ship’s manoeuvring data.
The Master, in consultation with the Navigating Officer and other deck officers who are
involved, should make an overall assessment of the intended passage. This assessment will
provide the Master and his bridge team with a clear and precise indication of all areas of
danger, and delineate the areas in which it will be possible to navigate safely taking into
account the calculated draught of the ship and planned under-keel clearance. Bearing in
mind the condition of the ship, her equipment and any other circumstances, a balanced
judgement of the margins of safety which MUST be allowed in the various sections of the
intended passage can now be made, agreed and understood by all concerned.
Having made the fullest possible appraisal using all the available information on board
relating to the intended passage, the Navigating Officer can now act upon the Master’s
instructions to prepare a detailed plan of the passage, which MUST be recorded on BPM/2 -
Passage Plan. The detailed plan should embrace the whole passage, from BERTH TO
BERTH, and include all waters where a Pilot will be on board.
3.4 Parallel index plotting
Parallel indexing techniques MUST be practised 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 index plotting can be applied to either a stabilised relative
motion display or a ground-stabilised true-motion display.
On the former display, the echo of a fixed object will move across the display in a direction,
which 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 ship
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 departure from the
desired course over the ground.
On a ground-stabilised true-motion display, the echo of a fixed object will remain stationary
and the origin of the display (i.e. the ship) 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 be indicate the course to be made good over the
ground. The drawn line not being tangential to the variable range marker circle will indicate
any departure from this course. (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.

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3.5 Helmsman / Automatic pilot

The widespread use of automatic pilots may mean that helmsmen are less experienced than
in the past. Provided the equipment is reliable the autopilot may therefore provide the most
accurate means of keeping track in congested waters.
Notwithstanding the above, the Officer of the Watch should bear in mind the need to station
the helmsman and change over the steering to manual control in good time to allow any
potentially hazardous situation to be dealt with in a safe manner. With a vessel under
automatic steering it is highly dangerous to allow a situation to develop where the Officer of
the Watch is without assistance and has to break the continuity of the lookout in order to take
emergency action. The Officer of the Watch should make the changeover from automatic to
manual steering and vice versa in good time.
The use of a manual override at the conning position, giving the Officer of the Watch direct
access to the steering gear, should be encouraged.
3.6 Navigation with a pilot onboard ship
THE PRESENCE OF A PILOT DOES NOT RELIEVE THE MASTER OR THE OFFICER OF
THE WATCH FROM THEIR DUTIES AND OBLIGATIONS.

The Master should inform the Pilot of the ship’s characteristics using BPM/7 - Pilot
Information Card. This card MUST be completed and handed over to the Pilot on boarding.
The Master should request information from the Pilot regarding local conditions and his
intentions in respect of navigation. This information should be in a form to enable the Master
or Officer of the Watch to monitor the planned passage.
The Officer of the Watch MUST co-operate closely with the Pilot to assist him where possible
and to maintain an accurate check of the ship’s position and movements. If the Officer of the
Watch becomes unsure of the Pilot’s actions or intentions, he should seek clarification and, if
still in doubt, should inform the Master immediately and take the necessary action before the
Master arrives on the bridge.
The guideline BPM/8 - Pilot onboard Ship details actions to be carried out and MUST be
observed whenever applicable.
3.7 Navigation in coastal waters
The charts used should be the most suitable for the planned passage. The Officer of the
Watch should positively identify all relevant navigation marks. Position fixes should be taken
at regular intervals, the frequency depending upon factors such as distance from nearest
hazard, speed of ship, set experienced, etc.
Radar is generally used in coastal waters to supplement visual fixing. When navigational
marks are not clearly visible, or in restricted waters where continuous monitoring of the ship’s
position is desirable, radar can be used for parallel indexing and can replace visual fixing
altogether.
The checklist BPM/9 - Navigation in Coastal Waters details actions to be carried out and
MUST be observed whenever applicable.
3.8 Navigation in restricted visibility
When restricted visibility is encountered or expected, the first responsibility of the Officer of
the Watch is to comply with the 1972 International Regulations for Preventing Collisions at
Sea (COLREGS) and the Master’s standing orders, particularly with respect to:
• Informing the Master;
• Posting lookout(s);
• Exhibiting navigation lights;
• Operating the radar.

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All these actions should be taken in good time before visibility deteriorates.
The checklist BPM/10 - Navigation in Restricted Visibility details actions to be carried out
and MUST be observed whenever applicable.
3.9 Navigation in adverse weather
The Master shall use care and judgement in slowing or altering course to ease the labouring
of a vessel if considered necessary or advisable in heavy weather to avoid or minimise
damage to the vessel and cargo through pounding, heavy rolling, or by the shipping of heavy
seas on deck.
There should be no hesitation on “heaving to” to avoid damage to both vessel and cargo.
The checklist BPM/11 - Navigation in Heavy Weather or Tropical Storm Areas details
actions to be carried out and MUST be observed whenever applicable.
3.10 Navigation in ice
Ice should be regarded as a considerable obstacle to a vessel’s progress and great care
MUST be exercised. Whenever a vessel is navigating in ice or extreme cold waters, it may
be exposed to the following risks and hazards:
• Icebergs;
• Ice pressure;
• Icing up on deck (black frost);
• Freezing and bursting of lines and pipes;
• White Out (Reduction of visibility).
In conjunction with the above hazards, following emergencies may occur:
• Collision with an iceberg or floating ice;
• Damage to vessels hull due to ice pressure/colliding with floating ice;
• Decreasing stability due to icing up on deck;
• Danger of accidents on board (slipperiness due to ice);
• Bursting of pipes;
• Icing up of equipment and therefore reduced functioning of it.
Aforementioned dangers can at least be reduced with appropriate preventive measures.
Mandatory Rules of the Flag State as well as other Regulations (applicable Codes,
Guidelines and Standards) MUST be followed, in particular
• SOLAS, Chapter V, Rule 5 - Ice watching service & Rule 7 - Speed in the vicinity of ice.
In some areas/waters local regulations exist which require for vessels navigating in these
areas to have at certain seasons a definite ice class.
Before encountering ice in any form, careful voyage planning MUST be observed. This
should include the Master discussing with all the Navigating Officers the procedures to be
followed when the vessel first encounters the ice edge. Additionally the draught and trim of
the vessel, the immersion of the propeller and the rudder need to be taken into consideration.
Masters should obtain the latest ice information available by all means at their disposal
including an assessment of the density and thickness of the ice and plot on the chart the
location of the ice edge together with changes in the strength and direction of the wind since
the receipt of the latest report. The importance of keeping a continuous lookout when
approaching the ice edge cannot be too strongly emphasised. This visual lookout together
with a radar lookout is recommended but the limitations of radar in detecting ice MUST be
recognised.

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When nearing the proximity of the ice edge, the main engines should be placed on standby
and be available for manoeuvring. In conditions of impaired visibility this should be done at
an early stage. The Master should ensure he is on the bridge when entering the ice or has
given clear instructions to the officer on watch on how to enter the ice. In general, Masters
should be aware of the ice classification of their ships and, when entering
ice, do so at right angles and at reduced speed. Ice conditions differ widely, but it should be
noted that in conditions other than light ice, the practice of forcing entry in a non ice
strengthened ship is not recommended, and when in ice such ships should only attempt to
force ice if their passage is completely blocked. The principle of maintaining the freedom to
manoeuvre in ice is of the utmost importance.
In an ice-strengthened ship it is sometimes beneficial to enter at a moderate speed rather
than low; the reason being that at a low speed with only moderate power the vessel may
quickly become beset. In vessels with controllable pitch propellers, however, entry can be at
low speed and subsequently worked up to full power once the vessel has entered the ice.
The checklist BPM/12 - Navigation in Ice details actions to be carried out and MUST be
observed whenever applicable.
3.11 Ship at anchor
Whenever the ship is at anchor, a continuous anchor watch MUST be maintained. The
Officer of the Watch MUST:
• Ensure that the vessel exhibits the appropriate lights and shapes and that in restricted
visibility the appropriate sound signals are made;
• Ensure that an efficient lookout is maintained;
• Ensure that the state of readiness of the main engines and other machinery is in
accordance with the Master’s instructions;
• Determine and plot the ship’s position on the appropriate chart as soon as practicable, and
at sufficiently frequent intervals check this position by taking bearings of fixed navigational
marks and/ or marks monitored by automatic radar plotting aids or readily identifiable shore
objects;
• Observe weather, tidal and sea conditions;
• Notify the Master if the vessel drags its anchor and undertake all necessary remedial
measures;
• Notify the Master if visibility deteriorates;
• Ensure that an inspection of the vessel is made periodically;
• In appropriate circumstances maintain anti-piracy precautions as laid down in the Master’s
standing orders.
The checklist BPM/13 - Anchoring and Anchor Watch details actions to be carried out and
MUST be observed whenever applicable.

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Chapter 4 - NAVIGATION EQUIPMENT Page

4.1 Operation and maintenance of navigation equipment 18

4.2 Radar and automatic radar plotting aids (ARPA) 18-19

4.3 Steering gear and automatic pilot 19

4.4 Gyro and magnetic compasses 19

4.5 Chronometers 19

4.6 Echo sounder 20

4.7 Speed recorder 20

4.8 Electronic position fixing aids 20

4.9 Hydrographical publications 20

4.10 Emergency navigation lights and signalling equipment 20

4.11 VHF radio 21

4.12 Ship radio reporting systems 21

4.13 Electronic Chart Display and Information System (ECDIS) 21

4.14 AIS (Automatic Identification System) 21

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4.1 Operation and maintenance of navigation equipment

It is stressed that it is vitally important that watch keeping officers are completely familiar with
all navigational equipment on board the ship. The officer of the watch has to ensure that the
navigation equipment is fully operational. Defects should be recorded and brought to the
attention of the Master.

IT IS OF PRIME IMPORTANCE THAT BRIDGE WATCHKEEPING OFFICERS ACQUAINT

THEMSELVES WITH THE CONTENTS OF OPERATING MANUALS FOR EQUIPMENT,
PARTICULARLY WITH REGARD TO THE SETTING UP OF CONTROLS AND THE
PROCEDURE TO BE FOLLOWED IN THE EVENT OF A FAULT.

The Master MUST ensure that regular maintenance of all navigational equipment is carried
out in accordance with manufacturer’s instruction manuals. The upkeep and maintenance of
individual items of navigation equipment is the responsibility of the 3rd Officer, and their
operational status MUST be recorded.
4.2 Radar and automatic radar plotting aids (ARPA)
The Master MUST ensure that at least one radar is available for use by the Officer of the
Watch:
• As an instrument for fixing and monitoring position;
• As an aid for assessing the risk of collision;
• For practising plotting, parallel indexing, etc.
The radar MUST be switched on in sufficient time before it is required in order to establish
that it is operating correctly and to adjust it to obtain optimum performance.
If weather conditions are such that visibility may deteriorate, the ship’s radar MUST be in
operating mode at all times. In reduced visibility the radar MUST be operating continuously
and the display should be observed as frequently as the prevailing circumstances require.
The life and operating efficiency of radar sets are affected less by continuous operation than
by frequent switching on and off. Therefore in periods of good visibility it is better to keep the
radar operating, or at standby.
The performance of the radar equipment MUST be checked before sailing and at least once
every four hours while radar watch is being maintained.
Whenever the ship’s radar is switched on and at the commencement of each watch the trace
should be checked - and if necessary adjusted - to ensure that it is rotating about the centre
of the display. At the same time the alignment of the heading marker should be checked as
shown in the operating manual.
When using radar for fixing or monitoring the ship’s position the following MUST be checked:
• The radar’s overall performance;
• The identity of the fixed objects observed;
• Gyro error and the accuracy of the heading marker;
• The accuracy of the variable range marker, bearing cursor and fixed range rings;
• On true motion, that the display is correctly ground stabilised.
When operating ARPA, the use of audible operational warning signals to denote that a target
has closed to a particular range, or that it is transiting a selected guard zone, does not relieve
the Master or the Officer of the Watch of the duty to maintain a proper lookout by all available
means. When the ARPA is operating in an automatic acquisition mode, such warning
devices should be used with caution, especially when in the vicinity of inconspicuous radar
targets. Users should familiarise themselves with the effect of errors on the automatic tracing
of targets as described in the ARPA operating manual.

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When reduced visibility is encountered or expected, a radar plot should be promptly

established. A reduction of speed may allow more time for plotting. The high standard of
proficiency necessary for the use of radar in reduced visibility will not be achieved unless
regular anti-collision and plotting practice is carried out. The Master MUST ensure that all
Officers of the Watch practise radar plotting regularly in clear weather, particularly when
approaching coastal waters after a long ocean passage.
4.3 Steering gear and automatic pilot
The Officer of the Watch should comply with the requirements for the operation and testing of
the steering gear and the automatic pilot contained in SOLAS 1974 Chapter V, Regulations
19, 19-1 and 19-2. The checklist BPM/14 - Steering Gear Test Routine details actions to be
carried out and MUST be observed whenever applicable.
All methods of changeover to alternative means of steering should be displayed prominently
on the bridge and be demonstrated and exercised.
The off-course alarm MUST be adjusted to suit the prevailing weather conditions. The alarm
should be in use at all times when under automatic steering. If the alarm becomes
unserviceable the Master should be informed immediately. The use of an alarm does not in
any way relieve the Officer of the Watch from frequently checking the course being steered.
4.4 Gyro and magnetic compasses
It is recommended that the gyro compass should operate continuously. Should it be stopped
for any reason, it should be restarted and subsequently checked before use to ensure it has
“settled” and is reading correctly.
A designated officer should apply latitude and speed corrections to the gyro compass.
Repeaters should be synchronised with the gyro at least once a watch. The gyro alarm
should be checked daily. As a safeguard against the gyro and gyro repeaters wandering,
frequent checks should be made between the magnetic and gyro compasses. Care should
be taken to monitor errors induced by the ship’s manoeuvring as such errors can reach 5
degrees or more.
As far as practicable, compass errors should be checked and recorded each watch using
either azimuth or transit bearing, or by comparison with the magnetic compass.
All liquid magnetic compasses should be checked weekly for air bubbles. They should be
covered at all times when not in use.
Where fitted as a stand-by system, the magnetic compass control of the automatic pilot
should be tested and exercised not less than once a week and in clear visibility.
4.5 Chronometers
Where necessary, chronometers should be wound daily at the same time and checked with a
radio time signal. The chronometer error should be recorded on the ship’s chronometer rate
card and the Master informed of any unusual change in rate. Where quartz or electronic
chronometers are fitted, batteries should be changed at the manufacturer’s recommended
intervals and a record kept.

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4.6 Echo sounder

The echo sounder MUST 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 MUST be switched on in ample time,
and the operator should ensure that a zero mark is recorded. 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. The time of crossing the more important depth contours should be recorded
in the deck log, with the distance recorder reading.

4.7 Speed recorder

The speed recorder should be operated as soon as it is practicable to do so.
Readings of speed through the water should be entered in the deck log at the end of each
watch and at times of establishing positions (where these are recorded in the deck log) and
when course or speed is altered. Reading should be entered on the chart alongside the
ship’s position.
4.8 Electronic position fixing aids
Electronic position fixing aids should be employed in conjunction with other available aids to
navigation. The Officer of the Watch should be thoroughly familiar with their use and
limitations, including the application of corrections to readings.
The manufacturer’s operating handbook and current navigational warnings should be
consulted to ensure that proper corrections are applied.
When entering the area of coverage of a particular aid, the equipment should be checked
periodically using other fixing methods to ensure that the equipment is operating correctly.
Positions obtained when navigating in areas on the limit of coverage of the aid, or where
lattice lines are close together and/or at acute angles of intersection, should be treated with
caution.
4.9 Hydrographical publications
The 3rd Officer is responsible for keeping charts and other nautical publications up-to-date
using the latest available “Notices to Mariners” and hydrographical/navigational radio
warnings. A record MUST be kept of all hydrographical/navigational warnings, together with
details of cleared routes and areas still dangerous to shipping from mines and other causes.

EVERY CARE SHOULD BE TAKEN WHEN USING CHARTS WHICH HAVE DIFFERENT
SCALES AND DIFFERENT SOUNDING UNITS.

4.10 Emergency navigation lights and signalling equipment

The Officer of the Watch is responsible for ensuring that emergency navigation lights and
signalling equipment are in working order and ready for immediate use at all times.
The condition of flags and shapes should be checked at regular intervals.
Sound signalling equipment MUST be checked daily and maintained in an operational
condition.

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4.11 VHF radio

A continuous listening watch should be maintained at sea on the radiotelephone distress
frequency by the use of an approved bridge watch receiver.
The Officer of the Watch is responsible for maintaining a listening watch, on VHF (Channel
16) when practicable, and for such VHF watches as may be prescribed by local regulations.
Operating a VHF handset can be convenient and distracting and for this reason it should be
fitted at the conning position where it can be used while facing forward.
VHF messages should be kept as short as possible to avoid causing channel congestion.
Guidance on the use of VHF at sea has been agreed internationally and is contained in the
guideline BPM/15 - Use of VHF at Sea.
Proper discipline in the use of VHF is essential to maintain the value of VHF radiotelephony
as the most effective short range ship/ship communication for distress and safety. In order to
remind the VHF user of the need to keep to the proper procedures on VHF Channel 16, a
notice should be displayed at or near the VHF equipment on the bridge.
4.12 Ship radio reporting systems
Ship radio reporting systems and reporting requirements have been established to provide,
gather or exchange information for many purposes such as search and rescue, vessel traffic
movement and ship defects, including deficiencies which could adversely affect navigation or
give rise to marine pollution. Normally such reports will be made by radiotelegraphy or
radiotelephony and will be free of communication charge to the ship.
Full details of ship reporting schemes and reporting requirements are to be found in
appropriate hydrographical publications (Lists of Radio Signals, Passage Planning Guides,
and Notices to Mariners etc.).
4.13 Electronic Chart Display and Information System (ECDIS)
ECDIS available onboard ships providing navigational information ONLY and MUST NOT
be used for navigation. However, ECDIS units MUST be maintained and updated
accordingly.
4.14 AIS (Automatic Identification System)
The AIS MUST be in operation at all times and may not be switched-off (only for
maintenance or repair purposes). Manufacturer’s instructions regarding maintenance MUST
be observed.

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Chapter 5 - DEPARTURE AND ARRIVAL Page

5.1 Preparation for departure 23

5.2 Preparation for arrival 23

5.3 Embarkation / Disembarkation of the pilot 23

5.3.1 Master/Pilot information exchange 23

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5.1 Preparation for departure

Prior to departure from a port, anchorage or dry dock, all navigation and communication
equipment MUST be checked by the officer on watch and/or Master. The checks MUST be
done in a good time before departure. System malfunction/deficiencies MUST be reported to
the Master immediately. Checks to be carried out are detailed in the Safety Management
Manual, Chapter 3 - Operation Procedures, 3.2 Departure of the Ship, 3.2/1 - Departure
Checklist Deck.
5.2 Preparation for arrival
Prior to arrival a channel, port or anchorage, all navigation and communication equipment as
well as deck machineries necessary for a safe arrival MUST be checked by the officer on
watch and/or Master. The checks MUST be done in a good time before arrival. System
malfunction/deficiencies MUST be reported to the Master immediately. Checks to be carried
out are detailed in the Safety Management Manual, Chapter 3 - Operation Procedures,
3.4 Arrival of the Ship, 3.4/1 - Arrival Checklist Deck.
5.3 Embarkation / Disembarkation of the pilot
Except in certain circumstances the Master is still in command of the ship when a Pilot is
embarked and is navigating the ship. If the Master has any doubt regarding the Pilots actions
or orders he MUST question or countermand them.
When a Pilot is on board ship a watch MUST be kept to ensure he does not manoeuvre the
vessel into danger or at excessive speed. The Master should only expect manoeuvring at full
speed RPM during port movements and when arriving or departing from a port, since any
sudden increase of power could result in thermal damage to main machinery.
Under normal conditions Masters should always embark and disembark a Pilot at the pilot
station. Exception to this order can only be made when, for example, the weather prevents
the Pilot coming to, or being on the station, or in the saving of life, but in any event the safety
of the ship MUST not be endangered.
The diagram BPM/16 - Required Boarding Arrangements for Pilot illustrates the
requirements of the International Maritime Pilots Association of the safe boarding and landing
of pilots by pilot boat.
The checklist BPM/17 - Pilot Checklist MUST be used whenever a pilot is about to join or
leave the vessel.
5.3.1 Master/Pilot information exchange
The Master should inform the Pilot of the ship’s characteristics using BPM/8 - Pilot
Information
Card. This card should be completed as directed by the Master and handed to the Pilot on
boarding. The Master should request information from the pilot regarding local conditions and
his navigational intentions. This information should be in a form to enable the Master or
Officer
of the Watch to monitor the planned passage.
The Officer of the Watch MUST co-operate closely with the Pilot to assist him where possible
and to maintain an accurate check of the ship’s position and movements. If the Officer of the
Watch becomes unsure of the Pilot’s actions or intentions, he should seek clarification and, if
still in doubt, should inform the Master immediately and take the necessary action before the
Master arrives on the bridge.

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Chapter 6 - EMERGENCY PROCEDURES Page

6.1 General 25

6.2 System fall back and emergency procedures 25

6.2.1 Main engine failure 25

6.2.2 Auxiliary machinery failure 25

6.2.3 Steering gear failure 25

6.2.4 Gyro compass failure 25

6.2.5 Bridge control / telegraph failure 26

6.2.6 Imminent collision 26

6.2.7 Stranding 26

6.2.8 Fire 26

6.2.9 Flooding 26

6.2.10 Man over board 26

6.2.11 Search and rescue 26

6.2.12 Helicopter assistance 26

6.2.13 Vessel in stand-by position 26

6.2.14 Security breaches or incidents 26

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6.1 General
The following notes are intended as a guide to Masters and officers as to the action to be
taken in the event of various emergencies which might affect the safety of the vessel and
those on board. This chapter MUST be read, where applicable, in conjunction with the
Emergency Procedures Manual and Ship Security Plan.
6.2 System fall back and emergency procedures
In case of an emergency as described below, inform the Master and put the following into
action immediately.
6.2.1 Main engine failure
Put into operation: Emergency Procedures Manual, Chapter 2 - Emergency Checklists,
2.11 Main propulsion failure
6.2.2 Auxiliary machinery failure
Dependent on the location, visibility, weather conditions and density of traffic at the time, a
failure of auxiliary machinery may not necessarily affect the progress or safety of the ship
except where a total loss of electrical power, or ‚black-out‘, occurs.
In such cases, prompt action needs to be taken to ensure that emergency power is restored
to essential services such as navigation lights, steering gear, gyro compass and bridge
controls as quickly as possible.
Have the following actions been carried out?
Gyro compass stabilised
Master informed
Duty Engineer informed
Emergency generator started
Navigation lights checked
Have emergency communications between bridge and engine room been set up?
Have the VHF, rudder indicator and other instruments fitted with an emergency electrical
supply, been switched over?
Are the above items functioning correctly?
6.2.3 Steering gear failure
Put into operation: Emergency Procedures Manual, Chapter 2 - Emergency Checklists,
2.10 Steering gear failure
6.2.4 Gyro compass failure
Have the following actions been carried out?
Magnetic compass or any alternative means used as heading
Master informed
Person responsible for gyro maintenance informed
Duty Engineer informed
Effect of failure on other navigational aids considered

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6.2.5 Bridge control / telegraph failure

Have the following actions been carried out?
Switched to engine-room control
Duty engineer/ engine-room informed
Emergency communications established with engine-room
Master informed

6.2.6 Imminent collision

Put into operation: Emergency Procedures Manual, Chapter 2 - Emergency Checklists,
2.6 Collision
6.2.7 Stranding
Put into operation: Emergency Procedures Manual, Chapter 2 - Emergency Checklists,
2.7 Grounding / Stranding
6.2.8 Fire
Put into operation: Emergency Procedures Manual, Chapter 2 - Emergency Checklists,
2.1 Fire at sea
6.2.9 Flooding
Put into operation: Emergency Procedures Manual, Chapter 2 - Emergency Checklists,
2.9 Flooding
6.2.10 Man over board
Put into operation: Emergency Procedures Manual, Chapter 2 - Emergency Checklists,
2.4 Man over board
6.2.11 Search and rescue
Put into operation: Emergency Procedures Manual, Chapter 2 - Emergency Checklists,
2.5 Search and rescue
6.2.12 Helicopter assistance
Put into operation: Emergency Procedures Manual, Chapter 2 - Emergency Checklists,
2.18 Helicopter operations
6.2.13 Vessel in stand-by position
Whenever the vessel is in a stand-by position, either in port or at sea, the engines and its
machineries and bridge MUST be prepared and ready for immediate operation, depending
on the situation. Sufficient and qualified crew MUST be available/stand-by at all relevant
stations (i.e. engine control room, manoeuvring stations fore and aft and the bridge).
6.2.14 Security breaches or incidents
Whenever security related emergencies occurs or are like to occur then put the
corresponding procedures from the Ship Security Plan into action. Since procedures from
the Ship Security Plan are of sensitive information, no references to or quotes from it will be
mentioned here.

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The following list shows changes and amendments of the Bridge Procedures Manual

No. Name of Document Release Kind of Date and Signature**

Number Cnahge*

* R = replaced, C = cancelled, N = new, OT = on top of previous version

** Only assigned persons (officers) should make changes within this manual, which must be proofed
by the master. Changes and amendments must be brought forward to all relevant personnel.

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Voyage No.: From: To:

WP. No. WP Name Latitude Longitude Course Distance Distance to go Chart (s) PSTN Fixing Frequ. UKC*
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
*UKC = Under Keel Clearance

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Voyage No.: From: To:

WP. No. WP Name Latitude Longitude Course Distance Distance to go Chart (s) PSTN Fixing Frequ. UKC*
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
*UKC = Under Keel Clearance

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Voyage No.: From: To:

Passage Plan
nm days/hours Calculated average speed
Distance Berth - Pilot Passage Berth - Pilot kn
Distance Pilot - Pilot Passage Pilot - Pilot kn
Distance Pilot - Berth Passage Pilot - Berth kn
Distance Total Passage Time Total kn

ETD Date: LT:

ETA Pilot Date: LT:

Publication and Checks

Charts and Nautical Publications corrected to NTM No.:
Courses drawn on charts and laid off clear of obstructions
Charts with largest available scale are used
NO GO areas are marked on chart
Reporting positions are marked on chart (VTS/Pilot, VHF channels)

The following factors considered: Date:

Navarea/Navigational warnings (attached to the relevant charts) Signature
Advise/Recommendations in Sailing Directions Navigation
Maximum draught in meters Officer:
Effect of Squat and UKC* in shallow waters Date:
Wheather Forecast Signature
Tides and Currents Master:
Requirements for Traffic Separation/ Routing Schemes
Recommendations from Guide to Port Entries

*UKC = Under Keel Clearance

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1. Introduction
Passage Planning is necessary to support the navigation officers and the Master and ensure
that the ship can be navigated safely between ports from BERTH to BERTH. The close and
continuous monitoring of the vessel’s progress and position during the execution of such a
plan are of essential importance for safety of life at sea, safety and efficiency of navigation
and protection of the marine environment. The passage plan should cover, where applicable,
ocean, coastal and pilotage waters.
2. Principles of Passage Planning
There are four stages for the successful planning and achievement of a safe passage:
1. Appraisal;
2. Planning;
3. Execution;
4. Monitoring.
The stages set out above logically follow each other in the order.
2.1 Appraisal
Before the passage planning can commence, the charts, publications and other information
appropriate for the voyage will need to be gathered together and studied. A passage
appraisal
checklist is included, see Annex 1 below.
2.2 Planning
Having made the fullest possible appraisal using all the available information on board
relating to the intended passage, the navigating officer can now act upon the Master’s
instructions to prepare a detailed plan of the passage. This should cover the whole passage,
from berth to berth, and include all waters where a pilot will be on board.
The formulation of the plan will involve completion of the following tasks:
a. Plot the intended passage on the appropriate charts and mark clearly, on the largest
scale charts applicable, all areas of danger and the intended track taking into account the
margins of allowable error. Where appropriate, due regard should be paid to the need for
advanced warning to be given on one chart of the existence of a navigational hazard
immediately on transfer to the next. The planned track should be plotted to clear hazards
at as safe a distance as circumstances allow. A longer route should always be accepted
in preference to a shorter more hazardous route. The possibility of main engine or
steering gear breakdown at a critical moment MUST not be overlooked.
b. Indicate clearly in 360 degree notation the true direction of the planned track marked
on the charts.
c. Mark on the chart all radar-conspicuous objects and RACONs, which may be used in
radar position fixing.
d. Mark on the charts any transit marks, clearing bearings or clearing ranges (radar), which
may be used to advantage. It is sometimes possible to use two conspicuous clearing
marks where a line drawn through them runs clear of natural dangers with the
appropriate
margin of safety; if the vessel proceeds on the safe side of this transit she will be clear of
the danger. If no clearing marks are available, a line or lines of bearing from a single
object may be drawn at a desired safe distance from the danger; provided the vessel
remains in the safe segment, it will be clear of the danger. Parallel index lines should also
be drawn where appropriate.

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e. If an electronic chart system is used to assist passage planning the plan should also be
drawn up on the paper charts. Where official (ENC) vector data is available the ECDIS
provided with fully compliant ENC data for the vessel’s passage may be used instead of
paper charts. Raster Chart Display Systems (RCDS) using official and up to date Raster
charts can be used in conjunction with paper charts to assist passage planning and
route
monitoring. Hazards should be marked on the RCDS as well as on the paper chart.
Systems, which use unofficial chart data should not be used for passage planning or
navigation.
f. Decide upon the key elements of the navigational plan. These should include, but not be
limited to:
i. Safe speed, having regard to the manoeuvring characteristics of the vessel and,
when restricted by draught, an allowance for increase of draught due to squat, and
heel when turning;
ii. Speed alterations necessary to achieve desired ETAs en route, for example where
there may be limitations on night passage, tidal restrictions, etc.;
iii. Positions where a change in machinery status is required;
iv. Course alteration points, with wheel over positions where appropriate on large scale
charts taking into account the vessel’s turning circle at the planned speed and the
effect of any tidal stream or current on the vessel’s movement during the turn;
v. Minimum clearance required under the keel in critical areas (having allowed for
height of tide);
vi. Points where accuracy of position fixing is critical, and the primary and secondary
methods by which such positions MUST be obtained for maximum reliability;
vii. Contingency plans for alternative action to place the vessel in deep water or
proceed to an anchorage in the event of any emergency necessitating
abandonment of the plan; and
viii. Reporting positions for voluntary or mandatory reporting schemes.
g. Depending on circumstances, the main details of the plan should be marked in
appropriate and prominent places on the charts to be used during the passage. They
should also be programmed and stored electronically on an ECDIS or RCDS where
fitted.
The main details of the passage plan should also be recorded in a bridge notebook used
specially for this purpose to allow reference to details of the plan at the conning position
without the need to consult the chart. Supporting information relative to the passage,
such as times of high and low water, or of sunrise or sunset, should also be recorded in
this notebook.
h. It is unlikely that every detail of a passage will have been anticipated, particularly in
pilotage waters. Much of what will have been planned may have to be adjusted or
changed after embarking the pilot. This in no way detracts from the real value of the
plan, which is to mark out in advance, areas where the vessel MUST not go and the
appropriate precautions which MUST be taken, and to give initial warning that the vessel
is standing into danger.

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2.3 Execution
Having finalised the passage plan, and as soon as estimated times of arrival can be made
with reasonable accuracy, the tactics to be used in the execution of the plan should be
decided. The factors to be taken into account will include:
a. The reliability and condition of the vessel’s navigational equipment;
b. Estimated times of arrival at critical points for the tidal heights and flow;
c. Meteorological conditions, particularly in areas known to be affected by frequent periods
of restricted visibility;
d. Daytime versus night-time passing of danger points, and any effect this may have upon
position-fixing accuracy;
e. Traffic conditions, especially at navigational focal points;
f. Use of ship’s routeing and reporting systems and vessel traffic services;
g. Contingency plans for alternative action to place the vessel in deep water or proceed to a
port of refuge for safe anchorage in the event of any emergency necessitating
abandonment of the plan, taking into account existing shore-based emergency response
arrangements and equipment and the nature of the cargo and of the emergency itself.
At this stage it is important for the Master to consider whether any particular circumstance
introduces an unacceptable hazard to the safe conduct of the passage. An example could be
the forecast of restricted visibility in an area where position fixing by visual means at a critical
point is an essential feature of the navigation plan. This could determine whether that section
of the passage should be attempted under the conditions prevailing or likely to prevail. The
Master should also consider at which specific points of the passage additional deck or engine
room personnel will need to be utilised.
2.4 Monitoring
The plan should be available at all times on the bridge to allow officers of the navigational
watch immediate access and reference to the details of the plan.
The vessel’s progress along the pre-planned track MUST be monitored continuously and
closely. The officer of the watch, whenever in any doubt as to the position of the vessel or he
manner in which the passage is proceeding, should immediately call the Master and, if
necessary, take appropriate action for the safety of the vessel.
The performance of navigational equipment should be checked prior to sailing, prior to
entering restricted or hazardous waters and at regular and frequent intervals at other times
throughout the passage.
Advantage should be taken of all the navigational equipment with which the vessel is fitted
for position monitoring, bearing in mind the following points:
a. Positions obtained by electronic positioning systems MUST be checked regularly by
visual bearings and transits whenever available;
b. Visual fixes should, if possible, be based on at least three position lines;
c. Transit marks, clearing bearings and clearing ranges (radar) can be of great assistance;
d. It is dangerous to rely solely on the output from a single positioning system;
e. The echo sounder provides a valuable check of depth at the plotted position;
f. Buoys should not be used for position fixing but may be used for guidance when shore
marks are difficult to distinguish visually; in these circumstances their positions should
first be checked by other means;

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g. The functioning and correct reading of the instruments used should be checked;
h. Account MUST be taken of any system errors and the predicted accuracy of positions
displayed by electronic position fixing systems; and
i. The frequency at which the position is to be fixed should be determined for each section
of the passage.
On every occasion when the vessel’s position is fixed and marked on the chart in use, the
estimated position at a convenient interval of time in advance should be projected and
plotted.
With ECDIS or RCDS care should be taken to ensure that the display shows sufficient “look
ahead” distance and that the next chart can be readily accessed.
Radar can be used to advantage in monitoring the position of the vessel by the use of
parallel indexing, which is a simple and most effective way of continuously monitoring that a
vessel is maintaining its track in restricted coastal waters. Parallel indexing can be used in
any situation where a radar-conspicuous navigation mark is available and it is practicable to
monitor continuously the vessel’s position relative to such an object. It also serves as a
valuable check on the vessel’s progress when using an electronic chart.
3. Pilotage
Pilots make a significant contribution to the safety of navigation in the confined waters and
port approaches of which they have up to date knowledge. But it MUST be stressed that the
responsibilities of the vessel’s navigational team and officer of the watch do not transfer to
the pilot.

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Appendix 1 - Checklist for Passage plan appraisal

Have navigation charts been selected from chart catalogue, including:
Large scale charts for coastal waters
Small scale charts for ocean passages
Planning charts
Routeing, climatic, pilot and load line zone charts
Have publications been selected, including:
Sailing directions and pilot books
Light lists
Radio signals
Guides to port entry
Tide tables and tidal stream atlas
Have all navigation charts and publications been corrected up to date,
including:
The ordering of new charts/publications, if necessary
Notices to mariners
Local area warnings
NAVAREA navigational warnings
Have the following been considered?
Ship’s departure and arrival draughts
Ship’s cargo and any special cargo stowage/carriage restrictions
If there are any special ship operational requirements for the passage
Have the following been checked?
Planning charts and publications for advice and recommendations on route to be
taken
Climatologically information for weather characteristics of the area
Navigation charts and publications for landfall features
Navigation charts and publications for ship’s routeing schemes, ship reporting
systems and vessel traffic services
Have the following preparations been made for port arrival?
Navigation charts and publications studied for pilot requirements
Ship to Shore Master/Pilot Exchange form prepared
Pilot information card updated
Port guides studied for port information including arrival/berthing instructions
Squat information

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The officer on duty must check or test the following equipment, as applicable, at
least once per watch while at sea or anchor. The check must be recorded either into
the deck log or confirmed on the form “BPM/5 - Handing-Over the Watch”.

Bridge and deck lighting

Navigation and signal lights
Sound signals
Internal ship communication
External ship communication (VHF etc.)
Alarm systems on bridge
Echo sounder
Electronic navigational position fixing systems
Gyro compass and repeaters
Magnetic compass
Off-course alarm
Radar including ARPA
Speed and distance recorder
Engine control
Thruster control
Manual steering
ECDIS and electronic charts
Binoculars
Signaling flags
Charts in use for the present voyage
Passage plan for the present voyage

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Confirm the take-over of the watch in the deck log book

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While the ship is navigating in deep sea, the officer on watch MUST consider the
following:
Look out being given priority
NAVAREA navigational warning broadcasts and other long range weather reports
are closely monitored
Local weather monitored, barometer regular observed
Ship’s position is fixed at regular intervals by using all possible means
Celestial navigational techniques practiced
Gyro and magnetic compass errors regular checked
Radar performance regular checked
Preparations made for landfall
Pollution prevention measures observed

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Vessel Name NameYear Built

Call Sign Deadweight
Draft Fwd (m) Draft Aft (m)

SHIP’S PARTICULARS
(Measurements are given in metric)
Length o.a. Beam Beam
Bow to Bridge Stern to Bridge
Parallel Body Loaded Parallel Body Ballasted
Keel to Highest Point Bulbous Bow
Anchor Chain Port shakles Anchor Chain Stb shakles

Type of M/E 4 STROKE Max. Power (kw/hp)

Propeller VARIABLE PITCH PROPELLER
Thrusters Max. Power (kw/hp) /
Rudder Max. Angle (degree)
(number/type)
Time hard-over to hard over (sec): Angle for neutral effect (degree):

Engine Order RPM/Pitch Knots loaded Knots Ballast

Full Ahead
Half Ahead
Slow Ahead
Dead Slow Ahead
Minimum
Dead Slow Astern Time Limit Astern (minutes) :
Slow Astern Full Ahead to Full Astern (seconds) :
Half Astern Max. no. of consecutive starts :
Full Astern Astern Power (% of ahead) :
ALL EQUIPMENT (COMMUNICATION/NAVIGATION/DECK MACHINERIES/ENGINE PLANTS AND
MACHINERIES), NECESSARY FOR A SAFE DEPARTURE/ARRIVAL HAS BEEN CHECKED AND
TESTED IN ACCORDANCE WITH APPROPRIATE COMPANY PROCEDURES. ANY RESTRICTION
IN EQUIPMENT NECESSARY WILL BE REPORTED TO THE PILOT ACCORDINGLY.

Dangerous Cargo Class ________ ________ ________

__________________________ __________________________
Date/Master’s Signature Date/Pilot’s Signature

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1. General
When approaching a pilot embarkation area, the pilot station MUST be contacted, in order to
arrange all necessary steps for a safe entry. Weather conditions and current are to be
assessed and the speed MUST be adjusted accordingly.
2. Pilot embarkation and disembarkation
2.1 General
The embarkation and disembarkation of the pilot MUST be carried out in accordance with
SOLAS and as required by the pilot. If required by the pilot station, the vessel MUST prepare
for helicopter operations.
2.2 The rigging of pilot transfer arrangements
The rigging of the pilot transfer arrangements, and the embarkation and disembarkation of a
pilot shall be supervised by a responsible officer having means of communication with the
navigation bridge. The officer shall also arrange for the escort of the pilot by a safe route to
and
from the navigation bridge of the ship.
Pilot ladders shall be rigged in such a manner that the steps are horizontal, and such that the
lower end is at a height above the water to allow ease of access to and from the attendant
craft.
Personnel engaged in rigging and operating any mechanical equipment shall be instructed in
the safe procedures to be adopted, and the equipment shall be tested prior to use.
Pilot transfer arrangements, shall be provided to enable the pilot to embark and disembark
safely on either side of the ship by:
• A pilot ladder requiring a climb of not less than 1.5m and not more than 9.0m above the
surface of the water;
• An accommodation ladder leading aft, in conjunction with the pilot ladder whenever the
distance from the surface of the water to the point of access to the ship is more than
9.0m;
• A mechanical pilot hoist.
2.3 Maintenance of pilot transfer arrangements
Equipment shall be kept clean, properly maintained and stowed and shall be regularly
inspected and tested to ensure that it is safe to use. Arrangements left in an exposed
position for operational reasons shall be examined more frequently and replaced as
necessary. A record of maintenance and repairs of pilot transfer arrangement MUST be
entered in the maintenance logk by the officer responsible for its maintenance.
2.4 Position of pilot transfer arrangements
The offering of a proper lee to the pilot boat by the ship is of great importance. Boarding
arrangements should preferably be sited as near as amidships as possible, but in no
circumstances should they be placed in such a position which could lead the pilot boat to run
the risk of passing underneath overhanging parts of the ship’s hull structure.

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3. Pilot on board
After the pilot boarded the vessel, in addition to being advised by the Master of the
manoeuvring characteristics and basic details of the vessel for its present condition, the pilot
should be clearly consulted on the passage plan to be followed. The general aim of the
Master should be to ensure that the expertise of the pilot is fully supported by the vessel’s
bridge team. Attention is drawn to the following extract from IMO Resolution A 285 (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 obligation for the safety of the vessel. He should
cooperate 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 seek
clarification from the pilot and if doubt still exists he should notify the Master immediately and
take whatever action is necessary before the Master arrives.”
In addition to the above, the Master and/or the OOW 1 MUST observe the following:
1. The Master is in command of the ship at all times with only one exception: when transiting
through the Panama Canal. Therefore, it is always the duty of the Master and OOW to keep
a situational awareness of all activities of the pilot. Although the pilot is most knowledgeable
about local waters, it is the responsibility of the Master/OOW to verify position through proper
use of charts, radars and other position fixing devices and follow local rules on speed and
routing.
2. Voyage planning is crucial in all situations including when pilots are on board. Sufficient
time should be allowed for proper communication between the Master, Pilot and OOW. This
voyage plan should include every important activity starting from the embarkation of the pilot,
in and out of the berth, and finally the disembarkation of the pilot.
3. If the pilot is to command tugs and/or personnel at a berth in a language that is foreign to
the crew, the Master MUST require that the pilot communicate with the Master and/or OOW
in the English language.
4. When the piloted voyage is taking the vessel through narrow waters, the Master/OOW
should mark "wheel-over" points either on the chart or at the radar screen in order to know
when the vessel is reaching the "point of no return". This helps to allow the pilot, Master,
and/or OOW to keep a better situational awareness.
5. Detailed descriptions of the ship’s manoeuvring characteristics should be communicated
during the voyage planning stage. In addition, the Master and/or OOW should communicate
manoeuvring capabilities during the voyage, as necessary. The Master and OOW should
never feel hesitant to discuss these matters with the pilot if they feel it necessary to do so.
6. Ensure that the vessel is equipped with the necessary updated charts for the intended
voyage. It is not sufficient to rely on the pilot to provide this information.
7. The Master/OOW should always closely monitor the activities of the pilot. Many times, the
pilot will not necessarily communicate with the Master/OOW regarding the vessel and/or
voyage. The Master/OOW should not hesitate to communicate with the pilot on any relevant
matters regarding the vessel or the voyage.
8. The OOW should not only be diligent with regard to his duties to ensure the pilot’s orders
are properly followed but also to monitor the pilot’s activities. If the OOW has concerns
regarding the pilot’s activities, he MUST contact the Master immediately.
9. BRM2 is an important activity to ensure safety. Any BRM training should include how to
handle the change in communication, command, and control when a pilot takes over
navigation of the ship.
1OOW: Officer On Watch
2BRM: Bridge Resource Management

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Navigation in coastal waters is a sophisticated task for all Masters and officers on
watch. The passage plan for coastal waters MUST consider the following:

Advices and recommendations in sailing directions

Ship’s draught in relation to water depths available
Effect of SQUAT on under-keel clearance in shallow water
Tides and currents
Weather, particularly in areas prone to poor visibility
Navigational aids available and their accuracy
Position fixing methods to be used and the frequency of the same
Daylight/night-time passing of danger points
Traffic likely to be encountered
Requirements for traffic separation or routing schemes

While navigating in coastal waters, the officer on watch MUST perform the following:

Monitoring local or coastal warning broadcasts

Reporting to VTS and other services as required
Position fixing is in compliance with the outlined passage plan
Navigation and communication equipment is checked and operational
(see BPM/4 – Check of bridge equipment)
Using the engines as applicable
Calling a look out whenever required
Calling the Master according to his instructions/orders or whenever required
Pollution prevention measures observed

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When restricted visibility is encountered or expected, the first responsibility of the

duty officer is to comply with the relevant rules of the COLREGS with particular
regard to the sounding of fog signals, proceeding at a safe speed and having the
engines ready for immediate maneuvers. In addition the Duty Officer MUST carry out
the following steps:

Inform the Master (in accordance with Master’s Standing Orders or Night Orders)
Post a proper look-out
Exhibit navigation lights
Check the operational condition of the radar and plotting facilities
Check all electronic position fixing devices
Check and tune the VHF
Put the fog signaling equipment into operation
Put the echo sounder, in shallow waters, into operation
If ship position is in doubt, prepare for anchoring if applicable
Pollution prevention measures observed

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When heavy weather or a tropical storm is imminent or the vessel is navigating in

heavy weather or within a tropical storm, the Emergency Procedures Manual,
Chapter 2 - Emergency Checklist, 2.14 Heavy Weather MUST be put into
operation. In addition to the above, the officer on watch MUST:

Inform the Master

Inform the engine room crew
Adjust speed and course as applicable
Monitoring weather reports
Transmitting weather reports to appropriate authorities

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As the ship is designed for navigating in ice and therefore likely, the following
aspects MUST be considered.

Ice charts / Ice warnings

When approaching and navigating in areas where ice hazards exist, following
possibilities shall be used in order to gain information regarding the actual situation:

• Up-to-date ice charts;

• Iceberg warnings and position reports;
• Information of ice warning services;
• Information from other vessels presently navigating in dangerous waters;
• Information from icebreakers and pilot stations.

“Reported icebergs and limits of floating ice MUST be entered into sea charts
in use.”

Lookout / evaluation of radar data

In waters where ice hazards can be expected the lookout shall be manned
continuously. The radar shall be used with special care since icebergs and floating
ice borders can only be spotted and identified very late.

Safe speed / manoeuvring in ice

When navigating through ice moderate or slow speed shall avoid or reduce damage
to the vessel. The extreme stress to the main engine, the rudder and other
endangered installations and units shall be always considered.

Icebreaker assistance

Whenever necessary the Master MUST request the assistance of an icebreaker. In

particular if the vessel got stuck in the ice and is unable to manoeuvre, possible
outside help should be accepted.

Spray water / Icing up

During bad weather conditions (wind, swell) the vessel should be manoeuvred in a
way that overcoming spray water is kept to a minimum in order to keep the icing up to
a low level. At a heavy icing up situation (in particular caused by ice fog) the danger
of stability reduction is eminent. If needed the ice built up should be removed.
Equipment / gear on deck shall be protected from icing up (for instance by means of
tarpaulins).

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In case the sea chests are arranged in a way ice navigation might clogged up the
filters with brash ice etc. the engines have to be cooled by an internal cooling water
system (for instance ballast water tank).

The Officer on Watch MUST perform the following steps when encountering
ice:

Inform the Master

Inform the engine room crew
Adjust speed and course as applicable
Sound frequently tanks and bilges
Monitor ice advisory service broadcasts
Transmit danger messages in accordance with SOLAS

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1. Anchoring

• All vessels approaching anchorages MUST take all appropriate precautions;

• All Masters should take the opportunity to manoeuvre their vessels whenever possible -
approaching anchorages is a good opportunity to practice their ship handling skills and
familiarize themselves with the characteristics of their vessels;
• Masters are reminded to exercise caution when navigating in channels with strong
currents either across or with the intended track. The control of the vessel and their ability
to maintain their intended track can be affected. The safety of the crew and vessel comes
first - proceed at a safe speed - slow down to a minimum steering speed before you enter
the channel - check the response of engine movements if you are at unusual draft or trim
- if you experience difficulties steering, use the engine with large rudder movements for
short periods, if in doubt or if the situation is getting worse, stop the vessel and be
prepared to anchor;
• Be prepared - know as much about the anchorage as you can before arrival - do not
underestimate tide and current;
• Anchoring large vessels has many dangers. It is strongly recommended that large
vessels only walk out the anchor. All vessels should walk out the anchor when anchoring
in deep water;
• When at anchor, the notice you require for main engine to be ready, MUST be
appropriate to the circumstances - where the risk is greater - a crowded anchorage, poor
holding ground, bad weather / strong wind (at the time or forecast for later) or strong tides
and current such as this case - the main engine MUST be available for use at short
notice;
• You will not need to be reminded of the usual practice of good seamanship and know that
it is always advisable to cross astern of other anchored vessels - not cross ahead.

2. Actions prior commencing anchoring

Speed to be reduced in an ample time

Direction and strength of wind and current on hand
Tidal stream considered when manoeuvring at low speed
Adequate sea room ensured, in particular to seaward
Depth of water, type of seabed and the required scope of anchor cable known
Engine room and crew involved in manoeuvre have been informed and stand-by
Anchors, lights/shapes and sound equipment ready for use
Anchor position reported to port authority

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3. While at anchor - anchor watch

While the vessel is at anchor the officer on watch MUST:

Determine and plot the ship’s position on the appropriate chart as soon as practicable and
at frequent intervals (preferably hourly);
When circumstances permit, check at sufficient frequent intervals whether the ship is
remaining securely at anchor by taking bearings of fixed navigation marks or readily
identifiable shore objects;
Ensure that a proper look-out is maintained;
Ensure that inspections rounds of the ship are made periodically (in particular in areas of
high risk of stowaways and/or piracy/attacks);
Observe meteorological and tidal conditions and the state of the sea;
Notify the Master and undertake all necessary measures if the vessel drags anchor(s);
Ensure that the state of readiness of the main engine and other machinery is in
Accordance with the Master’s instructions;
If visibility deteriorates, notify the Master;
Ensure that the vessel exhibits the appropriate lights and shapes and that appropriate
sound signals are mage in accordance with all applicable regulations;
Take measures to protect the environment from pollution by the ship and comply with
applicable pollution regulations.

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1. Manual steering positions

After prolonged use of the autopilot, before entering coastal waters, test the steering gear at
all the manual steering positions on the bridge.

2. Multiple steering gear power units

In coastal waters use more than on steering gear power unit when such units are capable of
simultaneous operation.

3. Prior to departure from port or anchorage

Within 12 hours before departure, check and test the steering gear including, as applicable,
the operation of the following:
Main steering gears
Auxiliary steering gear (if applicable)
Remote steering control systems
Main steering position on the bridge
Emergency power supply of the steering gear
All rudder angle indicators in relation to the actual rudder position
Remote steering gear control system power failure alarms
Steering gear power unit failure alarm
Automatic isolating arrangements and other automatic equipment

4. Checks and tests

Checks and tests (i.e. before departure, during regular tests, drills etc.) MUST include:
Full rudder movement according to the required capabilities of the steering gear
Timing of rudder movement from hardover-to-hardover to ensure consistency with
previous tests
Visual inspection of the steering gear and its connecting linkage
Operation of the means of communication between the bridge and the steering gear
Compartment

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5. Changeover procedures

All officers concerned with the operation or maintenance of the steering gear MUST acquaint
themselves with the changeover procedures. The Master MUST require a demonstration by
the officers in the changeover procedures, in particular when new officers joined the vessel

6. Emergency steering drills

Emergency steering gear drills MUST take place at least every three month and MUST
include
direct control from within the steering gear compartments, the communications procedures
with
the bridge and, where applicable, the operation of alternative power supplies.

7. Record keeping

The dates on which checks and tests, as described above, are conducted and the date and
details of emergency steering drills carried out MUST be recorded

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1. Preparation
Before transmitting, think about the subjects, which have to be communicated and, if
necessary, prepare written notes to avoid unnecessary interruptions and ensure that no
valuable time is wasted on a busy channel.
2. Listening
Listen before commencing to transmit to make certain that the channel is not already in use.
This will avoid unnecessary and irritating interference.
3. Discipline
VHF equipment should be used correctly and in accordance with the Radio Regulations. The
following should be avoided:
a. Calling on channel 16 for purposes other than distress, urgency and very brief safety
communications when another calling channel is available;
b. Communication on channel 70 other than for Digital Selective Calling.
c. Communications not related to safety and navigation on port operation channels;
d. Non-essential transmissions, e.g. needless and superfluous signals and correspondence;
e. Transmitting without correct identification;
f. Occupation of one particular channel under poor conditions;
g. Use of offensive language.
4. Repetition
Repetition of words and phrases should be avoided unless specifically requested by the
receiving station.
5. Power reduction
When possible, the lowest transmitter power necessary for satisfactory communication
should be used.
6. Communications with shore stations
Instructions given on communication matters by shore stations should be obeyed.
Communications should be carried out on the channel indicated by the shore station. When
change of channel is requested, this should be acknowledged by the ship. On receiving
instructions from a shore station to stop transmitting, no further communications should be
made until otherwise notified (the shore station may be receiving distress or safety messages
and any other transmissions could cause interference).
7. Communications with other ships
The listening procedure outlined above should be followed before communications are
commenced on the chosen channel. Communication for navigational purposes should be
avoided as far as possible. Any arrangements made between ships are only allowed with
positive identification of the other ship.
8. Distress communications
Distress calls/messages have absolute priority over all other communications. When heard,
all other transmissions should cease and a listening watch should be kept. Any distress
call/message should be recorded in the ship’s log and passed to the Master. On receipt of a
distress message, if in the vicinity, immediately acknowledge receipt. If not in the vicinity,
allow a short interval of time to elapse before acknowledging receipt of the message in order
to permit ships nearer to the distress to do so.

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9. Calling
Whenever possible, a working frequency should be used. If a working frequency is not
available, Channel 16 may be used, provided it is not occupied by a distress call/message. In
case of difficulty to establish contact with a ship or shore station, allow adequate time before
repeating the call. Do not occupy the channel unnecessarily and try another channel.
10. Changing channels
If communications on a channel are unsatisfactory, indicate change of channel and await
confirmation.
11. Spelling
If spelling becomes necessary (e.g. descriptive names, call signs, words which could be
misunderstood) use the spelling table contained in the International Code of Signals and the
Radio Regulations.
12. Addressing
The words “I” and “You” should be used prudently. Indicate to whom they refer. Example of
good practice:
“Seaship, this is Port Radar, Port Radar, do you have a pilot?”
“Port Radar, this is Seaship, I do have a pilot.”
13. Watchkeeping
Ships fitted with VHF equipment should, where practicable, maintain a listening watch on
channel 16 and channel 13 when at sea. In certain cases Governments may require ships to
keep a watch on other channels.
14. Other channels and their use
The frequency 156.300 MHz (channel 06) may also be used for communications between
ship stations and aircraft stations engaged in coordinated search and rescue operations.
Ship stations shall avoid harmful interference to such communications on channel 06 as well
as to communications between aircraft stations, ice-breakers and assisted ships during ice
seasons.
Channels 15 and 17 may also be used for on-board communications provided the effective
radiated power does not exceed 1 W.
The channels AIS 1 and AIS 2 will be used for an automatic ship identification and
surveillance system capable of providing worldwide operation on high seas, unless other
frequencies are designated on a regional basis for this purpose.
The use of the channels 75 and 76 should be restricted to navigation-related
communications only and all precautions should be taken to avoid harmful interference to
channel 16, e.g. by limiting the output power to 1 W or by means of geographical separation.

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See next page

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As soon as the pilot boarded the ship and arrives the bridge, the Master or officer on
watch MUST ensure the following:

Pilot informed of ships heading, speed, engine settings and draught

Pilot informed about location of LSA for his use
Passage Plan discussed and agreed with pilot
Pilot card handed over and signed by Master and Pilot
Responsibilities of bridge team defined and available
Language used during maneuvering agreed
Positions of ship and orders monitored
Required flags, lights and signals are in use
Requirements for berthing are agreed

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ECDIS

1. Purpose of this document

This document is made in order to comply with the rules and regulations along with the new
SOLAS requirements implemented with the launching of the ECDIS installation rule.

Relevant supporting documents

• MSC 82/24/Add.2 ANNEX 24 RESOLUTION MSC.232(82)
• Sub-Committee on Safety of Navigation (NAV), 58th session: 2-6 July 2012
• IMO RESOLUTION A.817 (19) - PERFORMANCE STANDARDS FOR ELECTRONIC
CHART DISPLAY AND INFORMATION SYSTEMS (ECDIS)
• Circular 06/2015 (ISM) German Flag State
• Marine Advisory: 06/2012 Liberian Flag State

Other regulating Documents

• ECDIS Standards – S57, S58, S52 and S63

Publications to be on board:
• NP 5012, NP 231, NP 232

Abbreviations:
RNC – Raster Navigation Chart
ENC – Electronic navigation Chart

2. Scope of the document

The document presents required familiarization and training, defines maintenance and
includes checklists to provide evidence of the required procedures and checks.
General advises to the operator to use the ECDIS to determine possible failures, to assess
possibilities for the cases of missing sensor data and to evaluate settings for different parts of
the route correctly.
Instructions necessary are to be added from the Makers manual to cover the specific ECDIS
on board.
The ECDIS (Electronic Chart and Digital Information System) is per IMO regulation required
Electronic Chart and Digital Information System and defined as a Critical Installation.
The main sensors position, speed and course are critical, too. With any failure of one of the
sensors the ECDIS is not operational as per the regulation.
Every navigational officer and Master is required to be able to operate the ECDIS on board
the ship in full.
This includes daily use, information read out, maintenance as possible, knowledge about the
possible errors and additional the necessary correct settings for different voyages.

3. Use of the ECDIS

Using the ECDIS it is vital to know the difference between the RNC and ENC. It is necessary
to check the datum of the RNC in use and adjust the system as necessary. Every
navigational officer should be aware of possible discrepancies and errors due to the age of
the RNC or errors resulting from the conversation of the data to an ENC.
In addition the navigational officer should now which failures or errors causes an alarm or an
indication only.

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Every navigational officer is required to be able to find and provide the following information:

a. Version of the system

b. Latest up-date of the charts

The BUZZER is never to be set in silent mode, but settings for the relevant area to be
adjusted correctly to avoid unnecessary alarms

All necessary aids of the ECDIS to be used correctly for each area such as
• Under Keel Clearance (UKC)
• Safety Contour
• Safety depth
• Watch vector
Necessary user objects should be entered such as 8but nut limited to:
• SECA areas and switch over borders
• Ballast exchange borders
• Reporting points
• Hazards to navigation

In general the simplified symbols should be used and adjustments to the display and the
bridge illumination to be made to insure visibility of all details
The ECDIS is using new symbols that need to be known by each navigational officer
(see also NP requirement under 1 and Admiralty-Quick-Guide-to-ENC-Symbols)

The key points for the use of the ECDIS are:

I. Departure and arrival checks, In addition to the standard checks :

• all sensor data available correspond with the sensors
• sensor data are correct shown on the main sensor providing the data
• Safety contour, watch vector are arranged for the harbor, berthing / un-berthing and
app roach
• If overlay or underlay used on the radar insure that radar picture and chart is
matching – adjust the chart to the radar picture (the radar is always right)

II. Passage planning and assessing

See also A 2/Res.893 - 4 February 2000
It is necessary to consider which electronic charts will be used for the passage.
ENC or RNC data

• check areas where RCDS mode will be operated, identify whether appropriate sets
of paper charts are carried
• check local requirements of coastal states that may require carriage of additional
publications or local charts (consult IHO website: www.iho-ohi.net/english/home)
• check that electronic charts have been updated to the most recent version and chart
permit licenses have been bought
• route check previous passage plans after chart updating to ensure that any new
dangers added don’t present a risk to the ship
• modifications to the passage plan may be necessary to accommodate new chart
features such as reporting schemes, traffic separation schemes (TSS), isolated
dangers, etc.

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• when planning new waypoints and courses, always use the largest scale possible
so all features of the chart can be readily identified and risk assessed
• ensure that the plan takes into account sufficient cross track error (XTE) to
accommodate any deviations for collision avoidance or currents
• ensure adequate values are inputted for safety contour and depth alarms
• once the route has been planned, check the entire passage plan berth to berth on a
1:1 scale by manually scrolling along the track
• if the route has been planned in conjunction with paper charts, cross-check the
distances between the paper chart and electronic passage plans to ensure
consistency
• check that tidal information is up to date and correct
• check that the ETA has been updated
• check that accurate draft details have been entered
• squat details should be considered
• make a back-up copy of the plan and save on a separate disk (usually USB stick)

III. Watch keeping

• check that the display has been set-up properly prior to sailing, otherwise important
information may not be displayed
• always operate ENC on the best scale possible to avoid crucial information being
auto-filtered and subsequently not being displayed
• avoid using ‘base display’ mode as this only displays the minimum amount of
features and information
• use ‘full display’ mode, but layers of information may need to be de-selected to
avoid cluttering the display with too much information • auto-filter or ‘SCAMIN’ may
affect the display as it tends to remove information from the display if the best scale
chart is not being used. Operators should know how to select the best scale chart to
avoid the auto-filter feature removing information when using ENCs
• ensure the GPS unit providing constant position fixing information to ECDIS has
been updated with any relevant chart datum offset if the chart datum used in the
raster chart is different from WGS(84). Failure to do so may result in positions being
inaccurate
• do not solely rely upon GPS position fixing when there are alternative position fixing
facilities available. GPS is subject to a variety of different errors
• traditional forms of position fixing should never be overlooked or replaced when
using ECDIS; these can include but are not limited to:

1. visual bearings
2. radar ranges and bearings using variable range markers(VRMs) and electronic
bearing lines (EBL)
3. transit bearings and clearing ranges
4. running fixes
5. fixing by a line of soundings
6. horizontal sextant angles (HSAs)
7. positions by celestial means (sextant)

• make use of the Marine Information Objects (MIO) capability to plot electronically
navigational warnings (e.g. NAVAREA warnings)

Position fixing should not be less than the following :

1. High sea above 50 nm from land at least one each 60 min

2. Coastal from 50 to 20 nm from land at least one each 30 min

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3. Approach from 20 to 10nm from land at least one each 12 min

4. Harbor and River below at least one each 6 min
5. Areas where safety contour set is equal or greater than the charted depth at least
one each 6 min

IV. Watch handover

In addition to the standard procedures:
Sensor checks
Sensor data displayed correctly
Correct setting of the ECDIS
Display and illumination set up correctly to insure the view of all available
information

V. Sensor failures
In case of a sensor failure the user of the ECDIS should be able to use alternative
means for a continued use of the system or be able to switch to another sensor.

VI. Black out planning

Every ship is required to have a procedure available specific for the vessel in case of
a black out

VII. Bridge procedures

Bridge procedures to be set-up in case of black out, sensor failure or hand over
specific for the vessel and system.
All positions made on the ECDIS to be stored and kept for one year.
These USB medias for back up, up-date and storage are not used for any other
equipment than the ECDIS system or planning station to avoid viruses or similar.

VIII. Backup and Restore

All routes are to be stored on USB media

IX. Route and position storage

All positions made on the ECDIS to be stored and kept for one year.
These USB medias for back up, up-date and storage are not used for any other
equipment than the ECDIS system or planning station to avoid viruses or similar.

X. Up-dating
Updating of the ENC is made on weekly bases as issued by the supplier
RNC charts are to be corrected manually as well as the paper charts.

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Departure and arrival check

In addition to the standard checks :

all sensor data available correspond with the sensors

sensor data are correct shown on the main sensor providing the data

Safety contour, watch vector are arranged for the harbor, berthing / un-berthing and
app roach

If overlay or underlay used on the radar insure that radar picture and chart is matching
– adjust the chart to the radar picture (the radar is always right)

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Voyage planning and Appraisal

check areas where RCDS mode will be operated, identify whether appropriate sets of
paper charts are carried
check local requirements of coastal states that may require carriage of additional
publications or local charts (consult IHO website: www.iho-ohi.net/english/home)
check that electronic charts have been updated to the most recent version and chart
permit licenses have been bought
route check previous passage plans after chart updating to ensure that any new
dangers added don’t present a risk to the ship
modifications to the passage plan may be necessary to accommodate new chart
features such as reporting schemes, traffic separation schemes (TSS), isolated
dangers, etc.
when planning new waypoints and courses, always use the largest scale possible so
all features of the chart can be readily identified and risk assessed
ensure that the plan takes into account sufficient cross track error (XTE) to
accommodate any deviations for collision avoidance or currents
ensure adequate values are inputted for safety contour and depth alarms
once the route has been planned, check the entire passage plan berth to berth on a
1:1 scale by manually scrolling along the track
if the route has been planned in conjunction with paper charts, cross-check the
distances between the paper chart and electronic passage plans to ensure
consistency
check that tidal information is up to date and correct
check that the ETA has been updated ( where possible )
check that accurate draft details have been entered
squat details should be considered
make a back-up copy of the plan and save on a separate disk (USB stick)

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