Bridge Procedures Guide 2007

BRI DCE PROCEDURES CUIDE FOURTHEDITION2OO7

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

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particularlv marine safety, shipdesisn andconitruction, polution prevention

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

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

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

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CONTENTS

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FOREWORD INTRODUCTION

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

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TERMS GLOSSARY. ANDABBREVIATIONS

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TO MASTERS AND NAVIGATING OFFICERS GUIDANCE

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BRIDGE ORGANISATION

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

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PASSAGE PLANNING

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

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

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

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

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

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

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1.2.7.2 Co-ordinationand communication -

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

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

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

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

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

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

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

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

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

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

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

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

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o a recognised for identifying trainingneeds; system special

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personunderthe ISMCode. o companycontacts, including the designated

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1 . 3 . 1 Master'sstandingorders procedures Shipboard operational manuals supported baseduponthe by standinginstructions policyshouldform the basisof commandand controlon board. company's navigation Master's standing ordersshouldbe writtento reflectthe master's requirements own particular and particular the circumstances to the ship,hertradeandthe experience of the bridgeteamcurrently on ooaro. (afot,, tho S F g

required o anyspeedchanges en route; pointsfor criticalmanoeuvres; o aborVcancellation

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whereappropriate; o wheeloverpositions for eachcoursealteration,

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whereappropriate; o turn radiusfor eachcoursealteration,

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for eachleg,whereappropriate. o maximumallowable off-trackmargins ]-

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

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

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

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2.3.4 Passageplanningand electronicnavigationsystems 2.3.4.1

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

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

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2.4 NOTES PLANNING ON PASSAGE IN OCEANWATERS

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

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o the loadlinezonechartto ensurethat the LoadLine(LL)Rulesarecomplied with; o chartsshowinganyrelevant ships'routeingschemes.

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

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oceancurrents mayofferimproved o favourable overallpassage speeds offsetting anyextra distance travelled;

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o iceor poorvisibility maylimitnortherly or southerly advance in highlatitudes; o requirements for ballast waterexchange maycausethe routeselected to be amendedin viewof forecast or antrcipated conditions; o the presence of seasonal tropicalstormactivitymaycallfor certainwatersto be avoidedandan allowance madefor searoom.

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

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Landfalltargets needto be considered and identifred asto theirlikelyradarandvisualrangesand, in respect of lights,theirrisingand dippingrangesandthe arcs/colours lights. of sectored

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2.5 NOTESON PASSAGE PLANNINGIN COASTAL OR RESTRICTED WATERS

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

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

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

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

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

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PLANNINGAND PILOTAGE 2.7 PASSAGE

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

2 . 7 . 2 Pre-arrivalinformation exchangewith the pilot

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

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

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

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

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procedures, local information regarding navigational Themasterandthe pilotshouldexchange Thisinformation and,asappropriate, berthing. and rulesandthe ship'scharacteristics conditions process for the durationof the pilotage that generally continues exchange shouldbe a continuous

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

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

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

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

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

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

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

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

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- a separation trafficlanewithindefinedlimits; zoneanda ctrcular pointor circular o roundabout of a traffic boundary seaareabetweenthe landward trafficzone- a designated o inshore coast; and an adjacent scheme separation of shipsin transit,which width,for the convenience route- a routeof undefined o recommended buoys; is oftenmarkedby centreline

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

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

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

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plan. shouldform a partof the passage systems Theuseof shipreporting

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to be will be required by lMO.Suchsystems canbe adoptedinternationally systems Shipreporting certaincargoes. of shipsor shipscarrying usedby all ships,certaincategories

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

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

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

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

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DUTIES OFTHEOFFICER

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3.1

OVERVIEW

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

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

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

3.1.3 In supportof primaryduties 3.1.3.1

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

3.1.3.2

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

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

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

3.1.5 Bridgeattendance

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

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

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

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

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

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3.2.3 Watchkeepingand the COLREGS 3.2.3.1

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

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

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

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

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

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

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

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

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

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

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

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

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providea usefulhealthcheckon the functional Built-in testfacilities stateof the pieceof equipment andshouldbe usedfrequently. - important Electronic to ensurethat configuration settings equipment systems shouldbe checked for correctinterfacing betweenpiecesof equipment havenot changed.

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

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

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

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

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

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

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

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position. shiptrackforwardto identifythe projected/anticipated o plotshistorical

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3.3.'1.3 Plottingpositionsfrom electronicposition-fixingsystems

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

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3.3.2 Navigationin coastalor restrictedwaters

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

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

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

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

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

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Pilotembarkation/disembarkation Forinformation on pilotboarding arrangements, referto annexA5.

3.3.3.3

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

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

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

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

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

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to usethe engines the safetyof the ship,the oow shouldnot hesitate ln ordernot to jeopardise so requires' if the situation to changespeedon passage to enginespeedshouldbe givento the possible, timelynoticeof intendedchanges Whenever directcontrolof the engineroom.lf the shrpistitteowith bridgecontrolof the mainengines, fromthe bridge. will be possible enqines

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

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

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

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In areasof hightrafficdensity, in conditions of restricted visibility and in all otherpotentially hazardous situations, helmsman a shouldbe available on the bridge,readyat alltimesto takeover steering controlimmediately.

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Whensteering the shipunderautopilot, it is highlydangerous to allowa situation to develop to a pointwherethe OOWiswithoutassistance and hasto breakthe continuity of the look-outin orderto takeemergency actionand engagemanualsteering

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Changingbetweenautomatic and manualsteering shouldalwaysbe madein goodtime underthe supervision of the OOW Manualsteering shouldbe testedonceperwatchandafterprolonged useof the autopilot(seeannexA7).

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Useof overridecontrols

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

3.5 RADIOCOMMUNICATIONS 3.5.1 General -a

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

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

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T h eV H Fw a t c h k e e p i nr agn g ei s2 0 t o 3 0 n a u t i c aml i l e sd, e p e n d i nugp o na n t e n n a h e i g h tA. l l s h i p s m u s tm a i n t a ranw a t c ho n : 5 H z )( D i g i t aSl e l e c t i vCea l l i n g ) ; o D S CC h a n n e7l 0 ( 1 5 6 . 5 2 M

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(Distress, o Channel16 (156.8MHz)when practicable safetyandcalling);

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

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o the NAVTEX frequency 5'lBkHz,when in an areawherethe service is provided;

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

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

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

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

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

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

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

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

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

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

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

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3.6.'1.1 Reportingpoints l'..

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

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3.7

EMERGENCY SITUATIONS

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

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

3.7.2 Reporting -l

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

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

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

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

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ANDMAINTENANCE A OPERATION EQUIPMENT + OFBRIDGE 41

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

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

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4.2.1 Good radar practice

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

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

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

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

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

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

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

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information to display additional aboutchartedobjects Chartfeatures canbe interrogated l-

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

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4 . 1 " 1 . 4 . 2Rasterchart format electroniccharts F-

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

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4 . 1 1 . 5Electronicchart displaysystems

-* includethe display vectorand/or Standard features chartdisplay systems of electronic of electronic rasterchartsoverlaid to routeplanand with the positionof the shipand itstrack,andfacilities to marrners. Navigation sensors suchasGPS,Iog automatically updatechartsusingdigitalnotices information. An autopilotmayalsobe connected and gyrowill be connected to providepositional aspartof an integrated whenthe electronic chartdisplay systemis installed bridgesystem. radardataoverlaid on the Someelectronic chartdisplay systems offerthe capability to display chart.Thiscanbe eitherselected targetsor a full radarpicturethat canbe independently wheretargetvectorsbasedon the ship'sspeed controlled. Cautionshouldalwaysbe exercised chartthat is displaying speedoverthe ground. throughthe waterareoverlaid on an electronic Factors that will determine to what extentan electronic chartdisplay systemcanbe usedwill includethe typeof system officialnautical that hasbeenfitted,the abilityof that systemto display purposes. chartsandwhetheror not the flagstateadminrstration allowsitsusefor navigational

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Electronic canbe categorised as ECDIS, RCDS or ECS. chartdisplay systems r-l

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

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

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o a meansto providefor safenavigation for the remaining partof the voyagein caseof ECDIS failure.

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Therearea numberof possible optionsthat couldmeettheserequirements, including:

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o A secondECDIS connected to an independent powersupplyand a separate GPSpositioninput;

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o An appropriate up to datefolioof officialpaperchartsfor the intended voyage; Sp e r a t i nign t h e R C D S o A n E C D io m o d eo f o p e r a t i o no ;r

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

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

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o therearewrittenprocedures on boardthe shipfor usingECDIS; that documentation areableto produceappropriate o the masterandwatchkeeping officers hasbeenundertaken; familiarisation genericandtype-specific ECDIS voyagearethe latestofficialeditions; o the chartsusedfor the intended

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Areofficial ENCs available for areaof operation?

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YES

NO

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

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Howisthe ECDIS operating?

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As an ECDIS

A sa nE C D Ii S n RCDS mode

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NO

OfficialRNC

Private charts (6)

A sa n E C D Ii S n RCDS mode

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Independent Independent Whatback-up E C D IoSr E C D IoSr system rs otherback-up otherback-up required? solution solution required required

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An "appropriate (1) folio"of upto Whatarethe Notrequired datepaper (Except requirements if chartsto be for thecarriage back-up is a usedin of officialpaper folioof paper conjunction charts ? charts) withrheEcDts in RCDS mode

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DoestheECDIS fulfilchart carflage requirements?

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Notrequired (3)

Notrequired (3)

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

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N o t e st o t a b l e a b o v e : (1) (2) (3) (4) (5) (6)

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

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

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412 RADIOCOMMUNICATIONS

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4.12.1 G M D S Sr a d i o c o m m u n i c a t i ofnu n c t i o n s p u r p o s eG s .M D S S O n l yq u a l i f i erda d i op e r s o n n sehl o u l do p e r a t e q u i p m e n t f oGr M D S S equipped shipsarerequired to be ableto do the followingwherever theyoperate: o transmitship-to-shore distress alertsby two independent means; o receive shore-to-ship alerts(usually relayed by Rescue Co-ordination Centres); o transmitand receive

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

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

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4.12.3 Emergencycommunications Emergency communications includedistress, urgency andsafetymessages.

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4.12.3.1 Distressalert,distressmessageand distressrelay Thedistress alertis an automated form of distress signaland indicates that a ship,aircraftor other vehicle, or a personis in graveand imminentdangerand requires immediate assistance. lt may containall or someof the information contained in the distress message. Thedistress alertmaybe sentusingDSCon one or moreof the frequencies dedicated exclusively (seeannex46). to the purpose, or by satellite

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Messages concerning shouldbe transmitted form safetyof lifeand navigation in a standard containing the followinginformation, whichever modeof transmission is used:

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o natureof distress (orotheremergency); o typeof assistance (if appropriate); required o anyotherinformation that mayhelpthosewhoseassistance is required.

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Themastershouldorderthe relaying message of a distress wheneverit is clearthat the shipin distress message if further cannottransmitthe itselfor helpisthoughtto be necessary. Themaster shouldmakeclearrnthe relaymessage that hisown shipis not in distress by usingthe prefix ,,N/AYDAY RELAY". 4.12.3.2 Urgencymessages

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o announcing medical and identifying transports; o communications medical concerning advice.

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

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

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

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

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ON DPSHIPS PLANNING 5.2 OPERATIONAL

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

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

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

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

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

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6.1

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

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

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

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

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