BRIDGE MANUAL MARINE PROCEDURE

Card No Bridge-030 Version 02 2018-02-09 CC ANDROMEDA

Master standing orders

Purpose

The Officers of the watch need to clearly know the behaviour that the Master expects from them
when he entrusts them with the responsibility of handling the ship.

By his standing and special orders, the Master will therefore give clears and unambiguous written
instructions and directives.

Standing and special orders from the Master are overriding Bridge manual and the IMS.

Scope

To be complied by all OOWs and watch keepers

Master Standing Orders

Standing orders have to be signed by the Master and the Officers on Watch when joining the
ship. Standing orders must be available for consultation on the Bridge at all times.

These standing orders concern the following points:

The circumstances in which it is necessary to call the Master

Calling the Master at any time must be considered as a normal action. This is an essential reflex with in a
doubt, an event which is outside routine or with a potential danger.

The Officer in charge of the navigational watch shall notify the Master immediately and record in the log book
that Master is on the bridge:
1. If restricted visibility (less than 3 N-miles) is encountered or expected,
2. If the traffic conditions or the movements of other ships are causing concern, when entering a traffic
separation scheme,
3. If difficulty is experienced in maintaining the heading and following the planned course,
4. On failure to sight land, a navigation mark, or to obtain soundings by the expected time,
5. If, unexpectedly, land or a navigation mark is sighted or a change in soundings occurs,
6. On breakdown of the engines, propulsion machinery remote control, steering gear or any essential
navigation equipment, alarm or indicator,
7. If the radio equipment malfunctions,
8. In very bad weather, if in any doubt about the possibility of weather damage to the ship or to the
cargo,
9. In case of abnormal lurch (risk of parametric rolling)
10. If the ship meets any hazard to navigation, such as ice or a derelict,
11. If the ship meets or can observe any oil spillage or any other marine pollution
12. On receipt of any distress message located nearby or any other message which requires a response or
rapid action,
13. If ever he feels unfit for duty
14. In any other emergency or safety or security situation, or in case of any doubt.

The duty AB shall notify the Master immediately:

1. if he has any doubt regarding the health condition of the Officer on Watch or regarding alcohol or
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illicit products consumption

2. If Officer on watch deliberately does not take into consideration remarks done by the AB

Despite the requirement to notify the Master immediately in the foregoing circumstances, the Officer in
charge of the navigational watch shall, in addition, not hesitate to take immediate action for the safety of the
ship, the crew and the passengers, the cargo and the prevention of environment.

In particular and in case of necessity, the Officer in charge of the navigational watch shall not hesitate to use
the hand steering, the engine and the sound signalling equipment, and summon supplementary crew if
needed.

The directives and instructions of the Master take priority over the procedures and provisions of the manual.

Actions to prevent collisions

OOW shall take all necessary measures to avoid collision; this includes use of engine before the Master arrives
on the bridge.
Reducing speed may give more time to assess a situation properly. Always challenge own perception of the
situation.

The following should be taken into consideration when passing other vessels:
1. Own vessel manoeuvring characteristics
2. Likely manoeuvring characteristics of other vessel
3. Visibility
4. Weather conditions
5. Tides and currents
6. Vessel trading location
7. Traffic density
8. Traffic separation schemes
9. Proximity of navigational hazards

Safe Passing Limits (SPL)

Open sea and coastal waters CPA minimum 2 miles

Restricted waters CPA minimum 0.4 mile

and BCR minimum 1 mile (bow crossing range)

Maneuvering limits (ML)

Open sea and coastal waters Crossing/head on situation: minimum 6 miles or TCPA 20 minutes
whatever reached first in order to have a clear situation 4 miles from
the other vessels.

Overtaking: 2 miles or TCPA 20 minutes whatever reached first.

Restricted waters Crossing/head on situation: Minimum 2 miles or TCPA 20 minutes

whatever reached first.

Overtaking: 1 mile or TCPA 20 minutes whatever reached first.

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Emergency limit (EL)

At least 3 times the longest turning circles advance (wheelhouse poster) is considered as the emergency
distance limit. For any ship closing the Emergency Limit with a CPA below Safe Passing Limit, the OOW
must take actions taking account of the maneuvering characteristics of the vessel and call the Master on
the bridge. In all cases the action taken must comply with the COLREGS.

Calling the Master Limit (ML)

As a give-way vessel when the OOW realizes he will not be able to comply with the SPL
As a stand-on vessel when at 20min TCPA the give-way vessel’s CPA is still below the SPL

VHF radio should not be used for collision avoidance purposes.

- Valuable time can be wasted attempting to make contact, since positive identification may be
difficult, and once contact has been made misunderstandings may arise.
- Although the use of VHF radio may be justified on occasion as a collision avoidance aid, the provisions
of the Collision Regulations should remain uppermost”
- Any VHF radio communication must use English Standard Marine Communication Phrases (SMCP).

Ensure that watch keeping arrangements are adequate to maintain a safe navigational watch taking into
account the current circumstances and conditions.

Start BNWAS accordingly.

The watch consists of (but is not limited to):

1. Maintaining a continuous vigilance by sighting and hearing. All other available means must be used as
well, such as radar, radar EBL, ARPA, AIS, Gyro compass repeater, etc… Any significant change in the
operating environment must be assessed and taken into consideration.
2. Full appraising of the situation and the risk of collision, stranding and other dangers to navigation,
3. Detecting ships or aircrafts in distress, shipwreck persons, wrecks, debris and other hazards to safe
navigation.

A proper look-out must be ensured at all times and no other duties shall be undertaken or assigned which
could interfere with that task.

The duties of the look-out and hand steering are separate and the Able Seaman shall not be considered to be
in charge of the look-out while steering.

When the AB is assigned to the look-out, this remains under the responsibility of the OOW, who will give his
instructions in consequence.

Maximum M/E speed and torque

RPM Summary

1. RPM 25 to 66 = Maneuvering Rpm (Minimum Rpm: 24 Rpm)

2. Below RPM 25 = able to use for short period only
3. RPM 42 to 78 = Operational Rpm [*below 42 RPM, Boiler may be required to fire]
4. RPM 42 to 47 = Recommended RPM for Slow Steaming (Fuel Saving Paramount) with minimum M/E
operation load (10 % MCR). [recommendation to avoid cold corrosion]
5. Main Engine min speed is 21.2 RPM / 3.8 kts and max 79.6 RPM / 23.4 kts with FO consumption 185
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mt / day under normal weather condition.

6. Main Engine Astern power is 68% of Ahead power.
7. Vessel is designed to run at super slow steaming for reasonably long periods, but main engine not to
run below 10% MCR.
8. Turbo-Charger cleaning is carried out every alternate days at sea running max of 50% load
approximately 70-71 RPM.
9. During slow steaming, the minimum to watch out for is the ME Shaft Power > 5.7mW and the EG
Boiler Exhaust gas temp >135 deg C. On the Kongsberg monitoring console go to
“[Home>Mimics>MISC System>Steam Gen & Feed water system and Performance Monitoring]” to
access these parameters.
10. RPM 57 to 59 = Avoid to use due to aux. blowers cut in & out. (Depends on ME load)
11. RPM 60 to 70 = adjustable without notice (approximate 2 minutes for up and down).
12. RPM 70 to above = up ~Approximately 3 minutes per Rpm & down ~ 2 minutes
13. PRM 71 = to be increased about 30~45 minutes for Turbine Washing at slow steaming

Air Pressure

1. minimum is 12 bars and normal is 26 bars

2. For departure at normal situation, SBE is given once pilot is onboard and confirmed to avoid ring SBE
too early as it will start the auxiliary blowers automatically.

ME Response

1. Fitted with single screw fixed pitch and right handed 6 blades propeller which is good response on
M/E, Steering and Bow Thruster.
2. “First engine Movement” takes about 30 to 40 seconds (*Pilots are to be notified at Exchange
information) and subsequence M/E responses are normal.
3. “Astern Movement power” is good for arresting the headway.
4. “Fine Tuning Function” is available that RPM can be adjusted easily.
5. Running at dead slow ahead RPM is possible for short period.
6. Try not to put back to stop unless otherwise required, if the Main Engine appear slower than
expected to start. Rather allow a little bit more time for the engine programming to recover itself.
This is because the fuel system requires time to build up to required pressure
7. The Wings Telegraphs are being calibrated from time to time.

- IMPORTANT! Engine may not start if the Telegraph is not at the exact position.

Bow Thruster

1. Bow Thruster is about 4000hp / 3000 KWs (requires E/R 15mins notice minimum)
2. Most effective at the design draft of 13 M. (Not so effective more than 13.5 M)
3. Fitted with failsafe system that will not allow exceeding 95 percent of the load and it will be auto-
adjusted.

The use and updating of nautical charts and nautical documents

Updating

The documents are updated by an addendum, leaflets and weekly sets of “Notices to Mariners” issued by the
British Admiralty for which the ship has a membership. These documents are received in electronic version
(CD-Rom, or by dedicated software).

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The electronic charts (ENC, RNC) will also be corrected weekly using the same way, by mail or with the
dedicated software (An “Update request” is sent weekly to the nautical documents supplier).

The chart permit file is received on the dedicated software and then should be install and update on your
permit database. However the charts cells are further-on signed to provide assurance that chart data are from
approved source.

The signature of the chart cells is checked against IHO certificate. This certificate must be installed on your
ECDIS device.

The Navigation Officer will make the corrections as soon as possible, and will advise the Master without delay
in case of doubt or problems. He should be able to demonstrate how charts are updated.

Temporary & Preliminary notice and Navigational warning should also be updated once they are received.
When receipt on board, new edition charts must be updated with all notices and warnings still in force. Please
note that corrections have to be kept as long as the concerned document is in used on-board.

Finally, the Navigation Officer will fill the form on the Appendix 1 which certify that the charts and nautical
Documents have been up-dated in compliance with the latest correction document received on board. These
Forms will be kept in the bridge record binder.

Digital nautical publication (ADP)

(Sailing Directions, List of Lights, Notices to Mariners, Tide Tables, List of Radio Signals, etc.)
The company policy is to replace the paper nautical publications by full digital nautical publications.
The aim is to decrease administrative task on board.
As per flag & company requirement, following conditions must be followed to replace definitively paper
nautical publications:
1) The digital publications shall be available to the Officer of the Watch, without limitations, on the
bridge.
2) The computer used on bridge shall be dedicated for information storage and retrieval and shall
always be connected to the the main and emergency source of power (+ UPS).
3) Digital publications shall also be installed on another computer on board (Back-up), which shall also
be made available to the OOW within a short period of time.
4) Remark: the back-up computer could be in “Administration office” and shall be fitted with an UPS.
5) Form E (or Form C) attached to the Cargo Ship Safety equipment certificate will state if your ship is
fitted with back up arrangements for electronic publications.
6) The electronic versions shall be issued officially by an Administration, authorized hydrographical
organization or other relevant approved organization.
7) On both computers, ADP must be corrected and ready for immediate use.

Orders and receipts of publications

Orders for new publications will be addressed, under Master’s control to the Department in charge according
to the Company procedure (mail or electronic mail, via “BASS” software or dedicated software). A copy of the
order will be filed on board. The date of receipt of each document will be noted on the corresponding order
sheet. Weekly updates are to be archived

To be complied strictly Bridge Card No. 021

D.R. (dead reckoning) and fixing keeping up

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Position fixing intervals must be taken into account by the officers on watch as a part of the bridge team
management.

The Officer on watch (OOW) is in charge of the watch and he must comply with this procedure. In some
circumstances the watch is tightened up by an officer on watch assistant (OOWA).
Position fixing is the primary task of the OOWA, performed under the OOW guidance and responsibility. It is
carried out according to the following rules:

Recommended STANDARD POSITION FIXING INTERVAL – PFI

1) Open sea (over 20 miles from any grounding line) :

Position fixing interval: 1 hour.

2) Coastal waters (between 5 and 20 miles from any grounding line):

a. Speed over 15 knots: Position fixing interval: 12 minutes
b. Speed under 15 knots: Position fixing interval: 20 minutes

3) Within restricted waters (Within 5 miles from any grounding line):

Position fixing interval: 6 minutes or less.

To be complied strictly Bridge Card No. 190

The use of sounding equipment, radars, ECDIS, and other navigational equipment

Sounding Equipments

Radars

ECDIS

To be complied strictly Bridge Card No. 220, 230, 240 and 110

The change from automatic pilot to manual steering

Steering

1. During maneuvering, vessel can be steered well up to speed of 3.6 knots in most of the conditions
while 2.5 Knots is mini-speed as per Yard’s Characteristics.
2. It would be advisable to use auto pilot at speed above 10 Kts, though the vessel is designed to
operate on slow RPMs.
3. Auto-pilot responds without any problems, in deep water & in open sea.
4. GM shall be maintained at recommended GM by Seacos MACS3 program (or) Minimum GM 1.8 m
5. To be run 4 Steering Motors for Manoeuvring

Turning

Efforts are required to turn the vessel under maneuvering speeds and needed large helm orders because of
the vessel’s size, especially at slow speed

The reinforcement of the watch in certain special circumstances (density of traffic, reduced
visibility, narrow passages, etc. see Bridge-010.)

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1. In dense traffic periods or other circumstances, the Master should double watch, himself or with the
Chief Officer.

2. The Master cannot stay on bridge too long time, so he shall organize the bridge watch in order to
respect the new rest hour regulation. The Chief Officer shall support the Master by reinforcing the
bridge team and the officer on watch during the Master’s rest period as per master’s orders.

3. At any moment, the Master may call an additional officer on bridge (restricted area, dense traffic,
shallow water, TSS, approaching to P/S, low visibility, canal passage) when deemed necessary. This
officer of the watch still remains in charge of the watch, and must give instructions to the additional
officer who is to reinforce the team work (additional lookout, navigation and chart work, radio and
communications, anti-collision maneuvering calculations and advices, reporting).

The need to check information in order to reduce to the minimum the risk of human error

To decrease the human error factor, captain shall organize the watch in order to educate and train officers:
each competence and skill should be redundant on board.

Weather forecasts

It is of crucial importance and a duty of every OOW to deal with received messages as soon as possible.
Always remember that dealing with urgent message too late or non-dealing at all can have very serious
consequences.
1) Every message received should be treated according to its importance level, meaning that Master
should be informed immediately for all distress and urgent messages affecting vessel and her planned
voyage.
2) Every message received should be checked for the area it is affecting and properly marked/signed as
checked.
3) Attention of Master and other OOWs should be drawn on all MSI affecting vessel and her planned
voyage.
4) MSI affecting vessel and her planned voyage should be properly marked on nav. charts: boundaries,
description, validity of warning…etc.
5) It is a good practice to have printout of MSI attached to navigation chart that it is affecting.
6) It is also advisable to mark on the Passage Plan voyage leg that is affected by MSI.

A simple hand inserted ‘’x’’ or ‘’nw’’ (for Nav. Warning) next to the voyage leg on Passage Plan will draw
attention of Other OOWs.
1) All MSI and particularly navigational warnings must be properly filed in relevant binder as per
company SMS. Last received summary of active warnings should be always attached for reference and
easier follow-up.
2) Obsolete navigational warnings should not be kept together with valid ones.
3) For a proper management of navigational warnings remember that designated officer should keep
always weekly in force massages broadcasted for each NAVAREA.

To be complied strictly Bridge Card No. 20

Conditions of navigation in bad weather or in restricted visibility

With the Master’s agreement, provisions of the check-list measures to be taken in bad weather (2nd part,
points 18 to 20), will be freely adopted (but not limited to).The Officer on Watch will record, in the Log Book,
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all steps taken.

Due to sea conditions specific steps may have to be implemented:
1) Crew: fatigue, stress, injury may happen because of ship movement. Measures should be taken to
reduce these movements to acceptable standards, as far as possible
2) Propulsion: power and torque must be checked at regular intervals, and have to be reduced in order
to avoid damage to propulsion plant.
3) Hull: excessive fatigues and stresses have to be considered and appropriate measures should be
taken to reduce them to accepted level, in order to avoid damage to ship structure.
4) Cargo: Lashing equipments: maximum load should be considered and ships movement (rolling,
slamming, pitching and swinging) reduced to acceptable value in order to avoid breaking of lashing
equipments and loss of cargo.

Therefore following factors must be taken into consideration (but not limited to):
1) Condition of the sea and of the wind
2) Heading compared to the sea and the wind
3) Any ballast impacts slamming, ballasting conditions in a way of stability
4) Ship’s speed
5) Clearance under the keel
6) Age of the ship, condition of the structure of the ship etc.
7) Proximity of dangers

To be complied strictly Bridge Card No. 140 (or) 150

Precautions towards the crew, passengers, cargo and mobile equipment

Crew

The vessel participates actively in the Risk assessment process.

Chief Officer is responsible to check that risks are identified and mitigated accordingly onboard, and to keep
this document up to date.
Blank template is available to allow vessel crew to identify and assess new risks, new operations to be carried
out, non-routine jobs, etc.

Not all vessels are the same and therefore shipboard operations and risks may be different from a vessel to
another.
1. The Vessel, through the Chief Officer has the responsibility to:
2. Assess shipboard operations that are not assessed in the generic assessment using blank form
available
3. Inform his SSE supervisor of unidentified risk in Risk assessment and communicate revised risk
assessment files on a regular basis
4. Check adequacy of the current risk assessment to corrective measures used on board.
5. Add vessel specific mitigation measures for all relevant operations

Chief Officer must ensure that every crewmember is aware of risks to personnel, goods and the environment.
At the end of this familiarization process, the crewmember must know the adequate means and guards to
prevent these risks.

When permit to work requires a risk assessment or a prevention plan, the risk assessment should be signed
by crew members.
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Risk Assessments do not apply solely to on-scene occupational health and safety risks. They are also required
when carrying out extraordinary repairs / maintenance / services that affect safety and environment.

When such a situation arises it is the responsibility of the Master to produce a Risk Assessment (along with a
generic permit to work) in conjunction with his superintendent and DPA or supervisor.

Cargo

In order to ensure Safe Cargo operations, the officer of the watch gives the crew members on duty a copy of
the cargo handling plans performed by the Chief Officer.

The officer of the watch will keep the Chief Officer informed of the progress of the cargo operations and,
within practicable reason, will point out any discrepancy between actual situation regarding stowage by
stevedores and original plan approved by Chief Officer.

1. Prior to sailing, Chief Officer must check final plan provided by the terminal, to ensure stowage is safe.
2. The Master or Chief Officer will inform the line regarding stack weights, lashing forces, etc.
3. If no final plan is provided by the terminal, the Master or the Chief Officer will inform the line.
4. After departure Chief Officer shall do a random check of, at least, one bay loaded in previous port to
be compared with final departure plan.
5. In case of discrepancy, the Chief Officer will inform the line which will then issue a claim against the
stevedore.

Passenger

All passengers are to be briefed Card No. FAM 100 and complied all requirements

Mobile Equipment (NA)

Precautions in the event of very cold conditions

Depending on circumstances, the Officer on Watch will take all or a part of the following measures, according
to Master’s standing orders or special instructions.

The Officer of the Watch will enter the actions taken referring to this list in the Bridge Log Book. He will,
however, indicate points which were not satisfied and why, and also measures taken which are not planned in
this list.

Actions to be taken in addition to the Engine procedure as well

Remove snow or ice which has accumulated on access and passages on decks. If this is not possible, prohibit
access.

In port, make sure that the gangway is free of ice and snow.
Always drain the bilge wells when a risk of cold weather is announced.

The crew must be warned of the risk of cold, particularly when there is wind, and to wear appropriate
clothing for moving and operations on deck

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When starting equipment make sure that it is not jammed (Radar, crane, provisions crane, winches, etc.)
In port, make sure that :
1) the locks are disengaged on hatch covers
2) the hatch covers spreader sockets, as well the lashing eyes are free.

When opening hatch covers check that the seals are not wrenched off.
The controls for winches, control stations and repeaters on the wings must be protected.
When ballasting, the risk of ice in the ballast can complicate all the operations and this must be taken into
account.
Collect any useful tools to clear important and dangerous amount of ice such as shovels, scrappers, etc…

To be complied strictly Bridge Card No. 150

Precautions against flooding


Cargo Hold Bilge alarm activation

EVERYTIME A BILGE WELL ALARM IS ACTIVATED: ASSUME THE WORST, WHICH IS THAT THERE MAY BE A
CONTAMINATION OF OIL / FLOODING INTO THE BILGES.

In the event of a cargo hold bilge well alarm being activated the officer on duty must inform the Chief Officer,
who after investigation of the cause of the alarm is to appraise the Master accordingly.
This investigation by the Chief Officer must take the form of an actual visit to the location of the bilge well in
the cargo hold, this can be made by any crew-member whom the Chief Officer believes is competent enough
to fully assess and report the situation in the cargo hold.
If the weather at the time makes it imprudent to send a crew-member into the cargo hold then consideration
must be given to altering the course and speed of the vessel so as to allow for an investigation. If this is not
possible then the inspection must wait until the vessel is in better weather, and accordingly the bilges may
not be pumped overboard until this can be completed.

Following a period of bad weather

In accordance with good seamanship; after the vessel has passed through a period of bad weather, and it is
safe to do so, a full inspection of the cargo hold bilge wells should be undertaken to ensure that there has not
been any structural failure which has resulted in leakages of HFO or ballast water into the cargo hold -
remember that HFO has a very pungent smell and this should be reported even if no oil is visible.
The result of this inspection should be entered into the deck log book; of course if anything untoward is found
the company should be immediately informed in the normal manner.

Pumping out bilge wells

BEFORE PUMPING OUT A BILGE WELL YOU MUST ENSURE THAT THE CONTENT IS NON POLLUTANT.

As far as possible make the bilge pump flow into a holding tank which can be emptied at sea after its
cleanliness has been inspected.
If all the bilge wells of a single hold are simultaneously activated without explanation or in case of doubt,
advise the Chief Officer

To be complied strictly Emergency Card No. 080 & Cargo Card No. 080

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Radio-communications (in particular GMDSS procedures)

NAVTEX: receivers should be programmed to receive information from the Radio Stations covering the area in
which the ship is navigating, or is about to enter, or adjacent NAVTEX transmission sites.
For proper management of messages, do not keep NAVTEX set for all stations covering whole voyage at the
same time in order to avoid reception a large amount of information which will probably lead to overload and
losing important information.
The coverage area of a NAVTEX station is a circle, radius 270 nautical miles from the transmitter, whereas the
service area is an area agreed between two adjacent stations where their coverage areas overlap and a
common boundary is formed.

The ENHANCED GROUP CALLING FACILITY (EGC) – INMARSAT TERMINAL: should be logged on to the
appropriate INMARSAT satellite for the international SafetyNET Service broadcasting of MSI to the area in
which the ship is navigating, or is about to enter; this may require monitoring broadcasts from separate
satellites. When sailing from one Ocean Region to another region ensure that the terminal is manually logged
in to the new satellite. Regular updates of configuration for above mentioned systems should be done during
the voyage. In case of unavailability of NAVTEX and EGC, MSI can be received via MF/HF and VHF Radio.
For transmitting frequencies see Admiralty List of Radio Signals.

All our vessels are receiving Navigational Warnings via Chart Track system also.

MF/HF RADIO STATION: has to be on watch all the time on 2182 kHZ for important messages transmission.
DSC receiver is operating exclusively on international designated frequencies standing by always on 2187.5
kHZ and ˝checking˝ frequencies of 4, 6, 8, 10 and 12 MHZ. It is recommended that as long as distances are
that much high frequency to be used on your equipment.
For transmitting important messages (urgency, distress) always refer to the designated
transmitting/cancelling procedure. (See Emergency Operation Manual)
DSC feature may be used for routine calls, test calls, geographic calls to any GMDSS equipped vessel in your
area, as well as individual ship-to-ship and ship-to-shore calls.

VHF RADIO STATION: DSC VHF is standing by all the time on CH 70 and may be used for routine calls, test
calls, geographic calls to any GMDSS equipped vessel in your area, as well as individual ship-to-ship and ship-
to-shore calls.
For transmitting important messages (urgency, distress) always refer to the designated
transmitting/cancelling procedure. (See Emergency Operation Manual)
Setting:
1. Squelch: adjust to best reception with regular check.
2. Volume: adjust to be heard from any place of the bridge.
3. Channel: watching channel 16 is compulsory more local requirement if there is.
4. DW (dual watch): very useful on port approaches when you have to monitor more channel in the
same time

Good practice/use:
1. Ship to ship agreement by VHF for non-collision manoeuvring is not recommended. However if done
never forget:
2. The duty officer must always manoeuver before pass a VHF call, the use of the VHF is secondary in
relation to the manoeuver.
3. Discussion can be started only if interlocutor's formal identification is done with double check.
4. Conversation must be done in English and only in English and beware of different nationality accent.
5. An exchange of manoeuvring information must be clearly understood by the bridge team.
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6. In case of incomprehension, it is the use of the traditional means (whistle, fires, manoeuver
kinematics) that prevails on the VHF information.

To be complied strictly Bridge Card No. 220

Provisions for embarking/disembarking the pilot

1. Ensure they are adequately rested prior to an act of pilotage, in good physical and mental fitness and
not under the influence of drugs or alcohol;
2. Know the provisional passage plan developed during the passage briefing (Bridge Card 120) prior to
the ship’s arrival and based upon the preliminary information supplied by the relevant port or
pilotage authority among with published data (e.g. charts, tide tables, light lists, sailing directions and
radio lists)
3. Prepare suitable equipment and provide sufficient personnel for embarking the pilot in a safe and
expedient manner;
4. Establish VHF communications with the pilot station to confirm boarding details:
5. ship’s ETA, boarding time, side and height of the pilot ladder, any other relevant information (See
Check list)

To be complied strictly Bridge Card No. 101

Safety and protection of the environment as per “Safety and Environment Policy”

Policy defines itself in following fields:

1. Operate vessels safely and avoid any human injury or loss of life,
2. Ensure healthy and safe working conditions on board and ashore,
3. Maintain efficiently the vessels with no compromise to safety,
4. Manage all business units according to our customers’ expectations
5. Reduce our environmental foot print and prevent any environmental incident or marine pollution,
6. Minimize all risks raised by the transport of containers, goods and cargo operations,
7. Foster every employee ashore and seafarers to respect our company commitments,
8. Implement continuous improvement behaviour.

In the frame of above described core policy, we undertake to:

1. Comply with all mandatory requirements and further enhance our current management system with
Quality Management initiatives, taking also into account specific stakeholders needs,
2. Assess regularly health and safety risks and environmental impacts, and perform audits of our
compliance to legal and other requirements,
3. Ensure continuous shore-based support,
4. Anchor a safety, quality and environmental culture to staff worldwide ashore and onboard ships, in
the daily operations as well as in crisis situations,
5. Develop all our staff’ skills and competencies by providing them with the necessary resources and
ensure each member of our workforce are competent to do their work,
6. Reinforce all initiatives designed to enhance our process,
7. Continuously improve our quality, health, safety and environmental management system.

To be complied strictly SSE Card No. 001

Security matters
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To be complied strictly
1) Ship Security Plan,
2) Ship security level to be logged in DLB.
3) IMO Guide Line on Stowaway (Res 11 (37), Guidelines related to stowaways. 4.2 Ship owner /
Master)
4) CPOM031[CD-040-2-16-SECU]–Piracy-east Africa & [CD-041-1-16-SECU] - Piracy west Africa

Taking over the watch

Taking over the watch is a transfer of responsibility between two officers.

A proper briefing shall take place to address all the items described in the check list Card No Brige-041 / and
addressing elements listed down below:

1. Navigation: Position, course, speed, drift, NTM, chart work…

2. Traffic monitoring: Radar, ships’ lights, COLREG situations, VTS…
3. Ship handling: Engine settings, steering gear, stability…
4. Environment: Weather, visibility, tide, currents…
5. Navigational equipment’s parameters: Radar, ECDIS or ECS, Autopilot …
6. Miscellaneous: Unavailability, Security, exercices, personnel on deck…

The Officer in charge who is being relieved must not leave the bridge until he is sure that his successor is
completely informed and that he has effectively taken the ship well in hand
The relieving Officer shall clearly notify the Officer in charge when he takes over the watch by announcing it
clearly so the entire watch team knows it:

“I take over the watch”

To be complied strictly Bridge Card No. 150

All others points which are considered important by the Master

OOW could be alone on bridge if, and only if, following conditions are fulfilled:
1) Day light period only;
2) Good Visibility;
3) Good weather;
4) Low traffic;
5) Outside HRA (Piracy area);
6) Deep sea passage;
7) No ballasting operation during the watch;
8) No chart or publication correction during the watch;
9) No administrative work during the watch;
10) BNWAS ON

Special orders from the Master

As necessary, the Master will write his “Special or Temporary orders” in the Bridge Order Book or in the
Bridge Log Book.

When taking on the watch, the officers will read and sign these instructions. If they have the slightest doubt

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as to their meaning, they must obtain clarification from their predecessor or, if not available, from the
Master himself.

Appendices

Bridge watches organization by default. The Master has always the possibility to adapt the watch plan as
necessary

AT SEA

08h00 – 12h00: (3rd Officer)

12h00 – 16h00: (2nd Officer)
16h00 – 20h00: (3rd Officer)
20h00 – 24h00: (3rd Officer)
00h00 – 04h00: (2nd Officer)
04h00 – 08h00: (3rd Officer)

References

IMS Manuals

Modifications of the document

Master – Capt

Acknowledgement: -

Chief Officer –

Second Officer –

Third Officer –

Third Officer –

Cadet –

Cadet –

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