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SHIP SIMULATOR AND BRIDGE

TEAMWORK

DAY 5
MODULE 18

CRISIS
MANAGEMENT
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What is Crisis?

Crisisis anything that has the

potential to negatively affect the
reputation or credibility of an
organization
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What is crisis situation?

 Severe threat against important values

 Simultaneous events creating an unforeseen
situation
 High uncertainty
 Low control
 Limited information
 Time pressure
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Crisis introduces:
 Threatto life
Variables: Intensity and duration
 Physical injury
Variables: Severity and location
 Witness experiences
Variables: Close ones, degree of helplessness
 Attack on integrity
Variables: Impossible choices, humiliations
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Variable for managing the crisis:

 Possibilityfor control
 Surprise / predictability
 Timing and quality of warning
 Geographical extent and numerical magnitude
 Duration impact
 Preparedness
 Competence
 Social Integration
 Group belonging
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People manage a crisis better if they

have previous positive experiences from
emergency situations. The resources are
spent on the problem to reach the best
solution. They spend fewer resources on
the destructive internal emotion as “will
I manage and am I prepared to do
this”
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The 3 C‟s of Leadership

 Command
 Control
 Communication
( channel and coordinate)
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As a leader I am often under pressure

to choose between urgent and
important matters.

My task is to deal with important ones

(Colin Powell)
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Leader‟s Challenge

Maintain a „helicopter view‟ of the

situation

Maintain correct perception of time

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The correct perception of time is often

lost during severe stress and high
workload.

Action:
Be aware of this fact and make sure
there is a BIG CLOCK on the wall in the
control rooms and on the bridge.
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Recognizing Stress
 Strange behavior – nervous, voice pattern
 Acceleration – over activity
 Jump to different solutions and ideas
 Expectation becomes certainty
 Tunnel vision
 Concentration on irrelevant ideas
 Denying facts and reality
 Perception of time
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Handling Stress

 Anticipation – mental rehearsal

 Regular breathing
 Slow down – we don’t have time
to be in a hurry
 Structured approach to the crisis
Psychological Crisis Phases & Crisis
Commander‟s action
1. SHOCK & ORIENTATION
 Uncertain & shows stress  Give direction and
 Depends on a leader leadership
for direction  Make initial assessment
 Needs to be told what  Be authoritative
to do
 Coded pre-
announcement

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 Psychological Crisis Phases & Crisis
Commander‟s action
2. STORMING
 Emotional resistance – mild  Give them to argue
unease or open conflict  Be supportive
 Should end in agreement  DO NOT JOIN IN
 Anxiety levels should go
down

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Psychological Crisis Phases & Crisis
Commander‟s action
3. ACTION
 Cooperation develops  Givesupport and
 Team start to work as a direction
team
 Members become
more flexible

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Throughout, the crisis commander

should….
 Delegate – don‟t get overloaded.
 Monitor stress levels
 Give support and encouragement
 Perform briefings and closed loop
 Focus on important tasks
 Monitor time – set intermediate progress and
decision times
MODULE 19

VOYAGE
PLANNING
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“The Master may delegate 2nd Officer and/or other

navigational officers to work on the following activities as
required:

 Readying Nautical Chart, publications and other reference

material necessary for the voyage.
 Preparation of bridge notebook
 Entering of the intended track and/or the necessary clearing
bearing/circles in the nautical charts
 Entering in the nautical charts navigational warnings, seaway
information and other data necessary for the sea area to be
navigated.
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Rough routing selection based on past experiences, sailing

directions and other information sources should be completed
before appraisal taking into account factors for route selection:

Interrelation between the ship’s speed and the distance.

The state of weather and sea conditions.
Distance off the coast line for safe navigation.
Relationship between the depth of water and the ship’s draft.
Navigable area in the archipelago
State of congestion in the area to be navigated
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When planning a passage in restricted waters it is

wise to plan for the worst possible conditions:
 Poor visibility
 Heavy radar clutter
 Buoys which may have shifted
 Emergency situation
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Adequate UKC (under keel clearance) at all times

 Squat
 Pitch
 Roll
 Swell
 Predicted Tidal
height
 Increase in draft
due to heel and
trim
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Under keel Clearance/ Tidal Window

The ship’s draft and the depth of the water the ship will
navigate must be well understood in order to achieve the
necessary UKC. In large tidal areas, adequate UKC may
only be attainable during the period that the tide has
achieved a given height.
Such safe periods, called the tidal window, must be clearly
shown on the charts
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The track should be planned to:

 Provide maximum clearance away from any
hazards
 Facilitate transit to the safe side of the fairway or
channel
 Provide sufficient margins for corrections with
respect to the ship’s maneuvering ability, using the
ship’s maneuvering information. Bearing in mind
weather conditions, current and squat
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Wheel Over Point

When the ship is navigating in confined waters, the
margin of safety may require the ship to commence
altering course at the wheel over position some distance
from the track intersection in order to achieve the new
planned track. WOPs must be clearly shown in the chart.
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 28 Effective: 09-14-07

Management of Chart changes.

Collect all charts for the intended voyage,
putting in correct order, and changing should
not occur at critical points of the passage.
10 8 4
20 K e n t m o r e m a r in a
10
M ast 6
12 8
4
2
20 10
20 16 14 G1 G C 3 P ile s
D r e d g e d 1 0 ft 1 9 9 6
16 R2 R N 4
16
14 4
16
R12 10
14 2
F l R 2 .5 s
14 14
H obbs Pepe Pt
10 R ks F l 6 s 5 4 ft 7 M
 4
4 6 6 
1 12 14 2
Pepe  
8 G 13 8 10
I s la n d 4 6
10 1 4 F l G 2 .5 s 14 12  Pepe 8
16 R eef
U ncov. 12
14 1 m 14
16
R14
16
16 Fl R 5s
20 16
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Predicted Tidal Information

 Allowance for ETD / ETA

 Allowance for course due to set
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Contingency
Contingency Planning should be made at the planning stage
and clearly shown in the chart so that the bridge team does
not spend time for planning safe action when the passage
does not go as planned. This planning include:
 Alternative course
 Waiting areas
 Safe anchorages in case of emergencies
 Emergency berths
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Abort point
When approaching constrained water such as narrow
channels or pilot boarding areas, the topographical feature
or traffic situation may preclude the ship from danger: it will
not be possible to do other than to proceed. The point of no
return should be determined and marked on the chart in
order for the Bridge Team to make correct decision whether
the ship should proceed or not in case of an emergency.
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 Unexpected large deviation from intended track

 Main engine failure
 Malfunction of navigational instruments
 Unavailability of tug boats and/or berth
 Dangers happening in the coast line/harbor
 Other factors
 41

Primary and secondary system of navigation to be

used:
 visual (cross bearing, ranges, etc)
 Radar (range & bearing, ranges, etc)
 GPS
Navigation aids and targets to be made use of are to be
high lighted. Consideration must be given to the fact that
targets located on the edge of the charts are likely to be
overlooked.
PUBLICATIONS
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Equipment Status
 Bridge Gears and Equipment
 Navigational Equipment
 Communication Equipment
 Mooring Gears & Equipment
 Pilot Safe Access to & from the ship
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Clearing Bearing / Circle

 By use of targets in transit (leading line)
 By use of bearing from single target
 By use of a range from the single target or from
the coast line by radar
 By utilizing contour lines
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Parallel Indexing

PI
 Parallel Indexing

PI
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BRIDGE NOTEBOOK
 Column for confirming waypoint passing time.
 Waypoints, course altering points
 Distance and course between points
 Distance to arrival port
 Clearing bearing / circle
 Necessity of calling the Captain
 Watch level
 Expected UKC
 Navigational instruments to be used
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BRIDGE NOTEBOOK
 Position Fixing interval
 Conspicuous visual / radar target
 Any danger which preclude navigation
 Abort point
 Contingency plan
 Landfall navigation aids and light
 Total distance & steaming time for the voyage
 Signature of the Master and OOW’s
 Other information needed for safe navigation
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Bridge Watch Level

 Open Waters
 Open waters w/ restricted visibility
 Open waters in heavy weather
 Restricted water
 Port Approaches
 Entering and leaving harbor
 TSS, narrow channels, rivers and estuaries
 Critical areas of navigation
 Density of traffic
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CHECKLISTS

 Familiarization with Bridge Equipment

 Preparation for Sea
 Preparation for Arrival in Port
 Pilotage
 Passage Plan Appraisal
 Navigation in Coastal Waters
 Navigation in Ocean Waters
 Navigation in Restricted Visibility
 Navigation in Heavy Weather
 10 8 4
20 K e n t m o r e m a r in a
10
M ast 6
12 8
4
2
20 10
20 16 14 G1 G C 3 P ile s

D r e d g e d 1 0 ft 1 9 9 6
16 R2 R N 4
16
14 4
16
R12 10
14 2
F l R 2 .5 s

D.S.A.
14 14
H obbs Pepe Pt
10 R ks F l 6 s 5 4 ft 7 M
 4
4 6 6 
1 12 14 2
Pepe  
8 G 13 8 10
I s la n d 4 6
10 14 F l G 2 .5 s 14 12  Pepe 8
16 R eef
U ncov. 12
S.A.
16
14 1 m 14
R14
16
Plan of 2Approach/Departure
0 Pilot
16 StationF l R 5s
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