BRIDGE INSTRUCTIONS

The Bridge Instructions are based in accordance with IMO’s International Convention on
Standards of Training, Certification and Watch keeping for Seafarers, 1978, as amended in
1995 and 2010 as per the Manila amendments (STCW-Convention), ICS’ Bridge Procedures
Guide.

The Heart and soul of a vessel is its main engine – the sole means available and responsible for
movement of vessel from one point to another, allowing it to counteract the effect of current,
wind, tide and several other external factors.

As stated in COLREGS 1972 regarding the use of engines and STCW 2010 guidelines for
Bridge watch keeping, duty officers need to be fully aware and conversant with various bridge
control systems and use of main engine. This know-how is essential in order to deal with
emergency or critical maneuvers wherein a thorough understanding of various alarms and
indicators is required.

THE MASTER (COMMAND)

CONN
• will be in operational control
• informs all team members about planned maneuvers and actions
• elegates defined tasks to team members
• shall request challenges from team members when limits are exceeded
Command = Master
Conn = Master, Pilot, OOW
Monitor = Master, OOW
Nav = OOW
Lookout = AB
1) OFFICER OF WATCH (O.O.W)

1) Is the master’s representative and his primary responsibility at all times for the safe navigation of the
vessel. The OOW shall comply at all times with the applicable regulations for preventing collisions at
sea.
2) Shall ensure that a good lookout is maintained at all times using all means available, including but
not limited to, visual, audible and electronic.
3) Shall ensure that all communication is carried on by closed loop.
4) Shall always comply with the master’s written standing and special orders.
5) Shall ensure that members of the bridge team are informed and updated on occurrences during the
watch that are of significance to the safe navigation of the vessel.
6) Shall always comply with the vessel’s SMS.
7) Shall check during every watch at least the following list, which is not exhaustive:

• LATEST WEATHER
• REPORTING POINTS
• COMPLIANCE WITH ENVIRONMENTAL REGULATIONS
• AUTOPILOT PARAMETERS
• ECDIS PARAMETERS
• RADAR PARAMETERS
• AIS IS UPDATED
• CHECK THE DIFFERENT STEERING MODES
• GPS SIGNAL STRENGTH AND ACCURACY
• THE GYRO AND MAGNETIC COMPASS ERRORS AND THE SYNCHRONIZATION
BETWEEN THE COMPASS REPEATERS AND THE MAIN GYRO;
- LIGHTS AND SIGNALS
- THE OPERATION OF THE GMDSS EQUIPMENT.

8) Shall call for reinforcement of the watch whenever required.

9) Shall use sms-approved checklists for critical operations.

10) Shall not use any distracting devices i.e. mobile phones or computers that are not related to the safe
navigation of the vessel or the operation.

2) SHALL IMMEDIATELY CALL THE MASTER:

The officer in charge of the navigational watch shall notify the master immediately:
• if restricted visibility is encountered or expected;
• if the traffic conditions or the movements of other
• ships are causing concern;
• if difficulty is experienced in maintaining course;
• on failure to sight land, a navigation mark or to obtain
• soundings by the expected time;
• if, unexpectedly, land or a navigation mark is sighted or a change in soundings occurs;
* on breakdown of the engines, propulsion machinery remote control, steering gear or any
essential navigational equipment, alarm or indicator;
* if the radio equipment malfunctions;
* in heavy weather, if in any doubt about the possibility of weather damage;
* if the ship meets any hazard to navigation, such as ice or a derelict; and
* in any other emergency or if in any doubt.
• If you are thinking about calling the Master, you should call the Master.

3) THE LOOKOUT
3. The Lookout
1) A good lookout shall be maintained at all times using all means available, including (but not
limited to) visual, audible and electronic means.

2) The duties of the lookout shall be clearly communicated to the AB assuming the watch.

3) Shall use closed loop communication.

4) Should be briefed about what to expect during the watch, such as lights i.e. changing
visibility conditions, traffic density, distracting light from shores.

5) Shall report all visible lights and objects.

6) Should be positioned so his/her night vision is not affected.

7) Shall be trained to use basic functions of the radar.

8) Shall not be occupied on activities that may impede the lookout.

3
NAV
• Plotting position
• Completing the logbook
• Completing Checklists

LOOKOUT
• Reporting visible traffic or objects
• Hand steering.

5) NAVIGATION

The officer with the NAV task should plot the vessel’s position, fill out the checklist and the
logbook and deal with issues that the conning officer cannot handle from the cockpit.
The Lookout should report all visible traffic and objects, and be on standby for hand steering at
any time.
In an ideal world each separate duty should be handled by one team member only. This is not
always possible, and a team member can have several duties.

For this system to work it is imperative that correct information is received by all team
members and that closed loop communication is used. It should always be clear who has the
Conn i.e. if the OOW has the Conn, the Master must clearly inform the bridge team when he
takes the Conn.
5. Navigation
5.1 The OOW must be familiar with the operation of the engine controls including, but not
limited to, limiting and override functions.

5.2 The OOW and the helmsman must be familiar with the changeover between
manual/automatic steering. In addition, the OOW needs to know the characteristics of the
steering system including:

• THE EMERGENCY STEERING SYSTEM;

• ALL AUTOMATIC STEERING SETTINGS AND OVERRIDE FUNCTIONS;
• ALL OTHER DIFFERENT STEERING MODES AND THEIR CAPABILITIES AND
LIMITS.

5.3 The OOW must understand the factors influencing the maneuvering characteristics of the
vessel such as squat and the propeller rotation.

5.4 The OOW shall refer to the wheelhouse poster and learn the vessel’s stopping distances and
turning characteristics.

5.5 The anchors shall be ready for immediate use during arrival and departure.
5.6 The use of automatic or manual steering mode should be dictated by e.g. visibility, traffic
situation and the Master’s standing orders.

5.7 Special consideration needs to be taken aboard vessels with high efficiency rudders.
5
5.8 Course alterations should be ordered by indicating to the helmsman the direction and rudder
angle that is desired to execute the turn (see IMO Standard Marine Navigational Vocabulary).

5.9 The execution of helm orders shall be closely monitored by the OOW.
5.10 All orders and courses should be repeated loud and clear.

5.11 Closed loop communication should be used. A closed loop sequence of orders may be
illustrated as follows – the pilot orders – “starboard, steer three-five-five”. The helmsman
repeats the order verbatim – “starboard, steer three five-five”. The pilot then closes the loop by
confirming to the helmsman that the order was correctly repeated.

5.12 Ensure that correct parameters on the ECDIS, DP and autopilot are chosen.

5.13 Ensure that proper radar scale is chosen and be aware of the limits and errors in the radar.
Use different scales on the radars and change the range frequently to detect targets both far and
close.

5.14 Ensure that the GPS is working properly and check the signal strength. Be aware of the
position error of the GPS even if DGPS is available.

5.15 Have planned Rate of turn (R.0.T) or radius for next alteration.

5.16 Plan for squat and bank effect in shallow waters.

5.17 If the bridge is ECDIS-approved, verify that the electronic chart uses an approved ENC; if
not paper charts should be used.

5.18 Never use the AIS for navigation or collision avoidance.

5.19 Never be reliant on one system; always double check, if possible to do a two-person check
for critical operations.

5.20 Visitors should not be present on the bridge during critical operations unless with the
Master’s approval. – V
ON PASSAGE - VOYAGE PLANNING

6.1 Suggestions on how to execute good voyage planning can be found i.e. in the Bridge
Procedures Guide published by the International Chamber of Shipping.

6.2 Information about the most favorable route should be gathered from officially updated
charts, pilot books, tide tables and tidal current tables, notices to mariners and radio navigation
warnings; all possible means are to be used.

6.3 Ensure that all charts, publications and ENC’s are updated for the current voyage.

6.4 Courses should be laid down in the charts and, where appropriate, wheel over position and
turning radius should be marked on the chart. Parallel index to be used when possible. Keep
only the present voyage track in the chart. Plan should be berth to berth.

6.5 Maximum allowable cross track margin should be indicated on the chart as well as danger
zones with minimum clearing distances. Environmental areas should be marked in the plan as
per MARPOL regulations, port state regulation, etc.
Other local regulations, to be aware when discharge is allowed and not or any other special
regulations for the current trading area.
6.6 Information about reporting points, relevant VHF channels as well as required speed
changes should also be indicated in the passage plan and MARSEC levels as per flag
regulations for different port and areas.

6.7 The OOW shall frequently verify the vessel’s position. When using electronic positioning
aids, such as GPS, independent positioning methods should be used to verify that the
instruments are functioning properly. In proximity to land GPS should ideally not be used for
verification of the position; radar is to be preferred.
6.8 The passage plan should be signed by all Officers and the Master.

COLLISION AVOIDANCE

7.1 To be able to correctly evaluate your options in a close quarter situation it is imperative to
know the vessel’s position at all times and its proximity to navigational dangers.

7.2 Proceed at safe speed and take into consideration the visibility, traffic density, vessel
maneuverability, weather conditions, radar scale and the radar’s limits and built-in errors.

7.3 Use all available means to determine whether any risk of collision exists. If in doubt, a risk
shall be deemed to exist. Never use AIS information for collision avoidance, as the information
is based on the other vessel’s unit.

7.4 Every effort must be made to ascertain whether a close quarter situation is developing and
must be determined by repeated and systematic observations.
7.5 The give-way vessel shall, as far as possible, take early and substantial action to keep well
clear.
7.6 The effectiveness of the avoidance maneuver shall be carefully monitored until the other
vessel is finally past and clear.

7.7 When it becomes apparent that the give-way vessel is not taking appropriate action under
the rules to avoid a collision, the stand-on vessel may take action to avoid the collision by
maneuver alone. If it is apparent that imminent collision will occur, the stand-on vessel should
do everything to avoid the collision.

7.8 The use of whistle signals in accordance with the COLREGS is obligatory in situations
where a vessel creates uncertainty about the vessel’s intentions and should, therefore, take
priority over attempts to contact the vessel by other means such as VHF.
7.9 In restricted visibility:
Proceed at safe speed adapted to the circumstances and the vessel’s capability.
• Keep the engines ready for immediate maneuver.
• Post a lookout.
• Sound fog signals.
• Inform the master when visibility deteriorates below the limit specified in the master’s
standing orders.
• Use all radars.
• Determine the risks of close quarter situations by plotting and other systematic observations.
• Be aware of the requirements under Rule 19 of the Collision Regulations.

8) AVOID CLOSE QUARTER SITUATION

8.1 Use long-range scanning to obtain early warning of risk of collision.

8.2 Change range on the radar frequently to detect objects both close to and at a distance.

8.3 Use systematic observation and plotting of detected objects to determine closest point of
approach and if any risk of collision exists.

8.4 Do not make assumptions based on unreliable information, in particular unreliable radar
information.

8.5 A risk of collision shall be deemed to exist if the compass bearing of an approaching vessel
does not change appreciably.
8.6 Inform bridge team members when the range is changed on the radar.

8.7 Consider adding additional members to the bridge team.

8.8 Consider the present situation when deciding the appropriate crewing level and constantly
re-valuate the situation.
9) RELIFE OF THE WATCH
9. Relief of the Watch

9.1 The OOW should not hand over the watch if there is any reason to believe that the relieving
officer is unfit or temporarily unable to carry out his duties effectively.

9.2 Before taking over the watch, the relieving officer must be satisfied that the ship’s position
is correct and that the intended track, course and speed are appropriate.

9.3 The OOW is to supply information to the relieving watch about important developments
during the watch, such as the proximity to navigational dangers, traffic situation, course
changes, weather information, navigational warnings and the master’s special orders.

9.4 The relieving watch must arrive on time to the bridge so their eyes have time to adjust to
night vision before they assume responsibility of the watch.

9.5 The handing over of the watch should be done at a time when the vessel is not involved in
maneuvering or taking action to avoid a hazard.
10) NAVIGATION WITH PILOT ON BOARD
10.1 The presence of a pilot on board does not relieve the master or OOW from their duties and
obligations for the safety of the ship.
10.2 Upon boarding, the pilot should be handed a completed pilot card with details of drafts and
a summary of the vessel’s maneuverings information as illustrated in the Bridge Procedures
Guide (IMO Resolution A .601(15)).

10.3 When the pilot boards the vessel, the bridge team shall require information about the
passage plan, expected traffic, tugs, speed reductions and other important information
concerning the passage.

10.4 During pilotage, the OOW is to continuously monitor that the vessel is proceeding
according to the passage plan and to record positions in the chart at frequent intervals.

10.5 The OOW shall ensure that steering orders and engine movements are executed according
to the pilot’s orders.

10.6 The OOW must cooperate closely with the pilot and, if in doubt as to the pilot’s actions or
intentions, he must immediately seek clarification from the pilot. If doubt still exists, the master
should be called and the OOW should take whatever action is necessary.
10.7 If the pilot is executing course changes on the autopilot, the OOW must require the pilot to
inform him of any course changes and to inform the pilot to use closed loop communication.

11) EMBARKATION AND DISEMBARKATION

10.8 Before the pilot disembarks, the bridge team should obtain information about the expected
traffic situation in the vicinity of the pilot station and other information relevant for the safe
passage from the pilot station.

10.9 Before a pilot is to embark or disembark, the boarding arrangements should be prepared in
accordance with the pilot’s instructions and the requirements of the International Maritime
Pilots Association. Ensure there is sufficient lee during embarkation and disembarkation.

10.10 Ensure that a lifebuoy with light, heaving line, manropes and appropriate lighting are
positioned at the pilot ladder.

10.11 An officer who is able to communicate with the bridge is to supervise the embarkation
and disembarkation of the pilot.
11) AT ANCHOR

11.1 When at anchor, the OOW needs to consider i.e. the condition of the holding ground,
weather and tidal conditions as well as traffic flow.

11.2 On anchoring, the position and swing circle should be determined.

11.3 To detect dragging, the vessel’s position should be checked frequently, preferably by
different methods (visual bearings, radar bearing, GPS, ECDIS and distance).

11.4 Distances to surrounding vessels and navigational dangers should be recorded.

11.5 Proper lights and shapes should be displayed.

11.6 Monitor the movements of other vessels in the anchorage.

11.7 Observe changes regarding weather, tide and currents.

11.8 If the weather deteriorates or there is a risk of dragging, inform the master and make the
engines ready for maneuver. If necessary, consider lowering a second anchor but be aware of
the extra risk of the anchors being entangled.

NOTE:
SAFETY, SECURITY & FIRE ROUND SHOULD BE MADE PRIOR & DURING
WATCH BY OFFICER O.O.W AND DUTY SEAMAN, SAME TO BE LOGED IN
DECK LOG BOOK.
PRE DEPARTURE

• Has a passage plan for the intended voyage been made?

• Are charts for intended voyage and other nautical pubs corrected up to date and courses
laid off?
• Are the latest navigation messages and weather reports for the area available?
• Has the following equipment been checked and found ready for use?
* Anchors including cleaning away
* Ancillary bridge equipment (e.g. binoculars)
* Bridge movement book, where carried
* Course and engine movement recorder
* Deck power
• Steering test and check (12 hours before departure for vessel engage long voyage, and at
least once every week for vessel engage short voyage) as per following :
• - the main steering gear
• - the auxiliary steering gear
• - the remote steering gear control system-
• - the steering positions located on the navigation bridge
• - the emergency power supply
• - the rudder angle indicators in relation to the actual position of the rudder-
• - the remote steering gear control system power failure alarms
• - the steering gear power unit failure alarms
• - automatic isolating arrangements and other automatic equipment-
• - communication between bridge and steering room
• - full movement of the rudder
• (The main steering gear shall be capable of putting the rudder over from 35 degrees on
one side to 30 degrees on the other side in not more than 28s) (SOLAS II - 1/29.3.2)
• From 35 Port to 30 STBD time taken : ....................
• From 35 STBD to 30 Port time taken : ....................
• Have the ship's clocks been synchronized to correct local time?
• Has the crew been informed of the time of stand-by at stations for leaving harbor?
• Automatic identification system (A.I.S)?
• Voyage data recorder (V.D.R) (if fitted)?
• Bridge Navigational Watch Alarm System (BNWAS)?
PRE ARRIVAL
• In preparing the passage plan for arrival in port, have the following factors been taken
into consideration?
* Available port information
* Advise / recommendations in sailing directions
* Latest weather reports
* Tide and current charts for port / adjacent
* Calculated / known min/max. Depth of water in port approaches, channel & berth
* Any restriction on draught, trim, speed
Is it necessary to rearrange cargo / ballast ?
Are all relevant charts and nautical publications on board?
Have the latest navigational messages for the area been received and understood?
• Has manual steering been engaged in sufficient time for the helmsman to become
accustomed before maneuvering commences?
Has the crew been advised of the time of “stand-by” for maneuvering?
Have VHF channels for various services (eg. VTS, pilots, tugs, berthing instructions)
been noted and a radio check carried out?
Is the following berthing information available?
* Whether anchoring / berthing alongside
* Which side jetty
* Whether ship accommodation ladder / gangway or shore gangway
* Size / number of shore connections
* Mooring boats / lines
EXTREME WEATHER CONDITION
• Following must be done:
• 1 Master been informed
• 2 Engine room been informed
• 3 Crew been informed
• 4 Monitoring weather report
• 5 Plans prepared for additional heavy weather ballast
• 6 All moveable objects on deck been secured
• 7 Speed and course are adjusted as necessary
• 8 Safety lines / hand ropes are rigged
• 9 all water tight door shut
• 10 All cargo / ballast tanks hatch closed
• 11 All vent doors on main deck closed
• 12 All opening on main deck battened down
• 13 Transmitting weather report to the appropriate authorities

NAVIGATION NEAR / IN RESTRICTED VISIBILITY

1 Has the following equipment checked to ensure that it is fully operational?
Radar, ARPA or other plotting facilities, VHF, fog signal apparatus, Navigation lights, echo
sounder, water tight door.
2 Make sure AIS is on and adequate information fitted
3 Have look out been posted (visual and hearing)
4 Is a helms man on stand- by?
5 Have the Master and all department been informed
6 Have the engine put on stand by
7 Are the COL. Regs being complied with, particularly with regard to rules 19 and proceeding
at the safe speed?
8 Is the latest ship's position confirmed and possibility of anchoring being considered?
9 Are navigation equipment properly in use?
10 ARPA / RADAR are in use and continuous target long scanning observed
11 Are navigational light on and appropriate sound signals in use

TAKING OVER THE DECK WATCH

1. Prior to taking over the deck watch, the relieving officer shall be informed by the officer in
charge of the deck watch as to-

(a) the depth of water at the berth, the ship's draught, the level and time of high and low waters;
the securing of moorings, the arrangement of anchors and the scope of anchor chain, and other
mooring features important to the safety of the ship; the state of the main engines and their
availability for emergency use;
(b) all work to be performed on board the ship; the nature, amount and disposition of cargo
loaded or remaining, and any residue on board after unloading the ship;
(c) the level of water in the bilges and ballast tanks;
(d) the lights or signals being exhibited or sounded;
(e) the number of crew members required to be on board and the presence of any other persons
on board;
(f) the state of fire-fighting appliances;
(g) any special port regulations;
(h) the master's standing and special orders;
(i) the lines of communication available between the ship and shore personnel, including port
authorities, in the event of an emergency arising or assistance being required;
(j) any other circumstances of importance to the safety of the ship, its crew, cargo or protection
of the environment from pollution; and
(k) the procedures for notifying the appropriate authority of any environmental pollution
resulting from ship activities.
2. Relieving officers, before assuming charge of the deck watch, shall verify that-

(a) the securing of moorings and anchor chain is adequate;

(b) the appropriate signals or lights are properly exhibited or sounded;
(c) safety measures and fire protection regulations are being maintained;
(d) they are aware of the nature of any hazardous or dangerous cargo being loaded or
discharged and the appropriate action to be taken in the event of any spillage or fire; and
(e) no external conditions or circumstances imperil the ship and that it does not imperil others.

PERFORMING THE DECK WATCH

The officer in charge of the deck watch shall-

(a) Make rounds to inspect the ship at appropriate intervals;

(b) pay particular attention to-

(i) the condition and securing of the gangway, anchor chain and moorings, especially at the turn
of the tide and in berths with a large rise and fall, if necessary, taking measures to ensure that
they are in normal working condition;
(ii) the draught, under-keel clearance and the general state of the ship, to avoid dangerous listing
or trim during cargo handling or ballasting;
(iii) the weather and sea state;
(iv) the observance of all regulations concerning safety and fire protection;
(v) the water level in bilges and tanks;
(vi) all persons on board and their location, especially those in remote or enclosed spaces; and
(vii) the exhibition and sounding, where appropriate, of lights and signals;

(c) in bad weather, or on receiving a storm warning, take the necessary measures to protect the
ship, its cargo and persons on board;
(d) take every precaution to prevent pollution of the environment;
(e) in an emergency threatening the safety of the ship, raise the alarm, inform the master, take
all possible measures to prevent any damage to the ship, its cargo and persons on board, and, if
necessary, request assistance from the shore authorities or neighboring ships;
(f) be aware of the ship's stability condition so that, in the event of fire, the shore fire-fighting
authority may be advised of the approximate quantity of water that can be pumped on board
without endangering the ship;
(g) offer assistance to ships or persons in distress;
(h) take necessary precautions to prevent accidents or damage when propellers are to be
turned; and
(i) enter in the appropriate log book all important events affecting the ship.
 WATCH IN PORT ON SHIPS CARRYING HAZARDOUS CARGO
• The master of every ship carrying cargo that is hazardous, whether explosive, flammable, toxic, health
threatening or environment-polluting, shall ensure that safe watch keeping arrangements are maintained.
On ships carrying hazardous cargo in bulk, this will be achieved by the ready availability on board of a
duly qualified officer or officers, and ratings where appropriate, even when the ship is safely moored or
safely at anchor in port.
• On ships carrying hazardous cargo other than in bulk, the master shall take full account of the nature,
quantity, packing and stowage of the hazardous cargo and of any special conditions on board, afloat and
ashore.
WHEEL ORDERS
 EMERGENCY & MUSTER LIST
A ship crew must be prepared all the time to tackle and fight against any kind of emergencies
which can arise due to reasons such as rough weather, machinery malfunction, pirate attack,
human error etc. Such emergencies can lead to fire, collision, flooding, grounding,
environmental pollution, and loss of life. To stress the importance of training for different
emergency procedures and duties of personnel, muster list is provided onboard ship.

General. Clear instructions must be provided on the vessel that detail the actions each person on
board should follow in the event of an emergency.
Muster list. Copies of the muster list must be posted in conspicuous places throughout
the vessel including on the navigating bridge, in the engine room, and
in crew accommodation spaces. The muster list must be posted before the vessel begins
its voyage. After the muster list has been prepared, if any change takes place that
necessitates an alteration in the muster list, the master must either revise the existing
muster list or prepare a new one. Each muster lists must at least specify -
(1) The instructions for operating the general emergency alarm system and public
address system;
(2) The emergency signals;
(3) The actions to be taken by the persons on board when each signal is sounded;
(4) How the order to abandon the vessel will be given.
(5) The officers that are assigned to make sure that lifesaving and firefighting
appliances are maintained in good condition and ready for immediate use;
(6) The duties assigned to the different members of the crew. Duties to be specified
include -
(i) Closing the watertight doors, fire doors, valves, scuppers, side scuttles, skylights,
portholes, and other similar openings in the vessel's hull;
(ii) Equipping the survival craft and other lifesaving appliances;
(iii) Preparing and launching the survival craft;
(iv) Preparing other lifesaving appliances;
(v) Mustering the passengers and other persons on board;
(vi) Using communication equipment;
(vii) Manning the emergency squad assigned to deal with fires and other emergencies;
and
(viii) Using firefighting equipment and installations.
(7) The duties assigned to members of the crew in relation to passengers and
other persons on board in case of an emergency. Assigned duties to be specified include
-
(i) Warning the passengers and other persons on board;
(ii) Seeing that passengers and other persons on board are suitably dressed and have
donned their lifejackets or immersion suits correctly;
(iii) Assembling passengers and other persons on board at muster stations;
(iv) Keeping order in the passageways and on the stairways and generally controlling
the movements of the passengers and other persons on board; and
(v) Making sure that a supply of blankets is taken to the survival craft; and
(8) The substitutes for key persons if they are disabled, taking into account that
different emergencies require different actions.
(c) Emergency instructions. Illustrations and instructions in English, and any other
appropriate language, must be posted in each passenger cabin and in spaces occupied
by persons other than crew, and must be conspicuously displayed at each muster
station. The illustrations and instructions must include information on -
(1) The fire and emergency signal;
(2) Their muster station;
(3) The essential actions they must take in an emergency;
(4) The location of lifejackets, including child-size lifejackets; and
(5) The method of donning lifejackets.
Different teams are made to tackle emergencies like fire, flooding etc. these are –

1. Command Team: operated from bridge.

2. Emergency team 1: Operates at the point of scenario.

3. Emergency team 2: Standby team and helping hand for emergency team.

4. Medical team or first aid team: Team working along with all other team & medical assistance.

5. Engine room team: This team stand by in ECR.

Light & Smoke Signal

SOLAS requires one of these markers to be mounted on each bridge wing attached to a 4kg
lifebuoy. Mounted in its steel bracket on each bridge wing attached to a lifebuoy.

Produces dense orange smoke for 15 minutes and 2 LED lights burn at 2 candela for 2 hours
minimum. Signals location of a man overboard by day or night.
 TYPES OF ALARMS
The main alarms that are installed in the ship to give audio-visual warnings are as follows:

1) General Alarm: The general alarm on the ship is recognized by 7 short ringing of bell followed
by a long ring or 7 short blasts on the ship’s horn followed by one long blast. The general alarm is
sounded to make aware the crew on board that an emergency has occurred.

2) Fire Alarm: A fire alarm is sounded as continuous ringing of ship’s electrical bell or continuous
sounding of ship’s horn.

3) Man Overboard Alarm: When a man falls overboard, the ship internal alarm bell sounds 3 long
rings and ship whistle will blow 3 long blasts to notify the crew on board and the other ships in nearby
vicinity.

4) Navigational Alarm: In the navigation bridge, most of the navigational equipments and
navigation lights are fitted with failure alarm. If any of these malfunctions, an alarm will be sounded in
an alarm panel displaying which system is malfunctioning.

5) Machinery space Alarm: The machinery in the engine room has various safety devices and
alarms fitted for safe operation. If any one of these malfunctions, a common engine room alarm is
operated and the problem can be seen in the engine control room control panel which will display the
alarm.

6) Machinery Space CO2 Alarm: The machinery space is fitted with CO2 fixed with fire
extinguishing system whose audible and visual alarm is entirely different from machinery space alarm
and other alarm for easy reorganization.

7) Cargo Space CO2 Alarm: The cargo spaces of the ship are also fitted with fixed fire fighting
system which has a different alarm when operated.

8) Abandon Ship Alarm: When the emergency situation on board ship goes out of hands and
ship is no longer safe for crew on board ship. The master of the ship can give a verbal Abandon ship
order, but this alarm is never given in ship’s bell or whistle. The general alarm is sounded and every
body comes to the emergency muster station where the master or his substitute (chief Officer) gives a
verbal order to abandon ship.

9) Ship Security Alarm System: Most of the ocean going vessels are fitted with security alert
alarm system, which is a silent alarm system sounded in a pirate attack emergency. This signal is
connected with different coastal authorities all over the world via a global satellite system to inform
about the piracy.
 Man overboard

Man overboard is a situation where in a ship’s crew member falls out at sea from the ship, no matter where the
ship is sailing, in open seas or in still waters in port. A seafarer has to be very careful while performing his
duties onboard vessel as it can never be taken for granted that a person cannot fall off the ship due to bad
weather, swell in the sea, accidents, and due to negligence during.

A man overboard is an emergency situation and it is very important to locate and recover the person as soon as
possible as due to bad weather or rough sea, the crew member can drown or else due to temperature of the cold
water the person can get hypothermia.

Hypothermia: Hypothermia is a situation where in there is an extensive loss of body temperature due
to prolonged contact of body with cold water and the body’s normal metabolism and functions get
affected.A person will get unconscious after 15 minutes in water with temperature of 5 ̊ C.

Action to be Taken during Man Overboard Situation: The initial and early sighting of the fallen
crew plays a vital role in increasing the percentage of saving his/her life.

Important actions to be taken when a man overboard is sighted are:

 The first and foremost thing is Never to lose the sight of fallen person and inform others
onboard by shouting “Man overboard” along with side of the ship i.e. port of starboard side
until someone informs the bridge and raises an alarm.

 As soon as bridge officer knows the situation, raise the ‘man overboard alarm’ and hoist signal
flag “O” to inform all the ship staff and other ships about the vicinity.

 Throw a lifebuoy with smoke float, light (and SART if available) near to the fallen person.

 It is to be kept in mind not to throw more than one life buoy as it will distract the fallen crew
who is already in panic.

 Post a constant look out with binoculars for continuous watch on man overboard.

 Ship’s engine must be slowed down and ship should be turned toward the fallen crew for
recovery maneuvers. Engine to be on stand- by all the time.

 Care must be taken to maneuver the ship carefully as not to hit the fallen crew with ship.

 Keep ready the rescue boat and muster the rescue team.

 Rescue the man overboard and put the person in Thermal protective Aid (TPA) to avoid extra
body heat loss.

 Start the first aid as required.

Always try to succeed in the first attempt as even a little delay can cause a human life.
 FIRE-FIGHTING EQUIPMENT
Fix system
Fixed Fire extinguishing system: CO2, Foam and water are used in this type of system, which is
installed at different locations on the ship and is remotely controlled from outside the space to
be protected.

•Portable

Portable Fire Extinguishers: Portable fire extinguishers of CO2, Foam and Dry Chemical
Powder are provided in accommodation, deck and machinery spaces carried along with number
of spares as given by the regulation.
•Semi portable ,•Foam,Dry powder ,Co2
 Emergency Escape Breathing Device
EEBD: EEBD (Emergency Escape Breathing Device) is used to escape from a
room on fire or filled with smoke. The location and spares of the same must be as
per the requirements given in FSS code.
GRAB AND GO:
ESCAPE QUICKLY & ESCAPE SAFELY
THE PROTECTION YOU NEED TO EXIT FROM HAZARDOUS ENVIRONMENTS

Life Saving Appliances

Emergency Position Indicating Radio beacons

The Emergency Position-Indicating Radio Beacon, EPIRB for short, is one of the required
safety devices. It’s the only device that makes a connection with satellites. The advantage of the
satellite connection is that is not limited to range for detection.
The satellite connection, made by the EPIRB, is a 6 digits code of the Ship Station Identity
Code (part of the Maritime Mobile Service Identity) with in addition, a unique serial code and
the call sign of the vessel in distress on the 406 MHz frequency.
The distress signal of the EPIRB is received by the COSPAS-SARSAT or the LEOSAR
satellites.
When the signal is received by the LEOSAR satellites, an emergency signal will be send to the
nearest Search and Rescue Centre. The signal to the Search and Rescue Centre only consists of
a message that a vessel is in distress. It does not contain a position.
The COSPAS-SARSAT uses the Doppler-effect to get a position of the EPIRB. The COSPAS-
SARSAT also works in the area of 70° North and 70°South. The disadvantage of the COSPAS-
SARSAT is that it takes about two hours to get a relatively good position.
The EPRIB sends out two signals. The first signal is the satellite signal, the second signal is a
homing signal. The second signal is used for homing by aircraft and search and rescue vessel.
To receive the homing signal (121.5 MHz) the vessel/aircraft will have to be fit with a special
receiver unit. Without this receiver unit the signal cannot be received. This signal will transmit
continuously, but will be interrupted for two seconds for the transmission of the 406 MHz
signal.
There are two types classes of EPIRBS. The first class is automatically activated by immersion
in water and is detectable by COPAS-SARSAT satellite between 70° North and 70° South.
The EPRIB can be detected by LEOSAR satellites in the area not covered by the COSPAS-
SARSAT. This type is commonly used in merchant shipping.
The second class is not of interest for merchant shipping. EPIRBs of this class are so called
PLBs, Personal Locating Beacons. PLB’s are commonly used by hikers.
 Search and Rescue Radar Transponder (SART)
The Search and Rescue Radar Transponder, SART for short, is one of the required safety
devices. In an emergency situation the sailor should take the SART with him. The SART should
be activated by the sailor. When activated, it can reflect an electromagnetic wave from a radar.
The radar transmits electromagnetic waves, which will be reflected by any object within range.
After the antenna of the radar is finished transmitting the pulse, control is switched to the
receiver. The receiver allows the antenna to receive signals. The reflected signals are being
received, and processed.
During processing useful information is calculated from the reflected signal, such as the time
taken for it to be received. This information is then translated into useful data, such as distance
and bearing of the object. The process of sending, receiving and processing occurs about a
thousand times a second.
When an electromagnetic wave sent from an "X" -band radar (3cm radar) reaches the SART it
gets triggered and starts transmitting on a frequency of 9.2 to 9.5 GHz.
For each wave the SART receives it sends 12 pulses back, with a small delay between them.
Because of this delay the processor of the radar is tricked into “thinking” there are multiple
objects behind one another. And thus there are twelve dots in a straight line visible on the radar.
When an electromagnetic wave sent from an "X" -band radar (3cm radar) reaches the SART, it gets triggered
and starts transmitting on a frequency of 9.2 to 9.5 GHz.
For each wave the SART receives it sends 12 pulses back, with a small delay between them.
Because of this delay the processor of the radar is tricked into “thinking” there are multiple objects behind one
another. The signals are shown as a line of dots straight from the source, representing a bearing and distance.
This kind of signal is also known as a homing signal. The search party can utilize this to find their way to the
SART.
When the SART is held 1 metre above sea level, the SART signal will be visible from a distance of 5 nautical
miles, assuming the ship’s radar is at a height of 15 metre. This means the radar has a very limited field of view.
To improve the chance of survival, the range should be improved to enlarge the visibility.
By raising the SART, the transmitter will be higher above sea level and the range will be greatly improved.

LINE-THROWING APPLIANCE
A self-contained line-throwing appliance consisting of a weatherproof plastic casing with end
cap, twist-grip trigger assembly, rocket and line. To comply with SOLAS requirements, four
complete rocket and line assemblies should be carried on board. The device has a throwing
range of between 230m and 250m. A solid propellant is used which guarantees a highly
accurate flight path even in strong side wind. It can be used in all situations where a line is
required to be passed accurately and quickly, these include:
• All line-throwing operations at sea between vessels, ship-to-shore, shore-to-ship and shore
based rescue services.
• Rescue of swimmers in distress.
• Line carrying across obstacles and rough terrain.
To be stored on the ship’s bridge. SOLAS requires 4 units on board commercial vessels.
Do not use rockets after date of expiry. Date of expiry is printed on the rocket.
In case of a misfire keep holding device towards target and remove rocket after 30 seconds.
During training make sure that there is nobody inside the safety zone of 400 m in front (in firing
8 direction)
 SOLAS Training Manual
SOLAS Chapter III requires that all ships should be provided with a SOLAS Training Manual /
Safety Training Manual detailing all training on the safety aspects of the ship. Scope of this
plan is to provide guidance on the use of all the lifesaving appliances onboard. Plan is
developed in line with IMO Requirements and common marine practice. Approval by the
Administration or a Recognized Organization (RO) on behalf of the Administration is NOT
mandatory, however manual always subject to PSC inspection.

INDICATIVE CONTENTS
• SOLAS Requirements
• Personal Life Saving Equipment
• Muster List and Emergency Instructions
• Life Boats and Rescue Boats
• Survival Equipment
• Exposure Hazards
• Use of Survival Craft
• Methods of Retrieval
• Emergency Repair of Life Saving Appliances
• Safety Equipment Inventory

SOPEP
Purpose of the Plan

•The Shipboard Oil Pollution Emergency Plan ("SOPEP") is to be seen as information from the
owners to the Master of a particular ship.
•It shall advise the Master how to react in case of an oil spill to prevent or at least mitigate
negative effects
•on the environment.
•The Plan contains operational aspects for various oil spill scenarios and lists communication
information to be used in case of such incidents.
•The Plan consists generally of 4 Sections with the mandatory contents and its Appendices with
additional information as contact addresses and data plus a set of certain drawings for easy
reference for the Master.
•It is compulsory for all ships of more than 400 Gross Tons (Oil tankers of more than 150 GT)
to carry a SOPEP onboard.
•The required contents are described in MARPOL Convention Annex I Reg. 37.
•"Guidelines for the Development of a Shipboard Oil Pollution Emergency Plan" are published
by IMO.
Memoranda of Understanding or MoUs

The main objective of the MOU is to establish an effective port State control regime in the
world through co-operation of its members and harmonization of their activities, to eliminate
substandard shipping so as to promote maritime safety, to protect the marine environment and to
safeguard working and living conditions on board ships.

• Basic principle is that the prime responsibility for compliance with the requirements laid
down in the international maritime conventions lies with the ship owner/operator.
Responsibility for ensuring such compliance remains with the flag State.

Many of IMO's most important technical conventions contain provisions for ships to be
inspected when they visit foreign ports to ensure that they meet IMO requirements.

These inspections were originally intended to be a back up to flag State implementation, but
experience has shown that they can be extremely effective. The Organization adopted resolution
A. 682(17) on Regional co-operation in the control of ships and discharges promoting the
conclusion of regional agreements. A ship going to a port in one country will normally visit
other countries in the region and it can, therefore, be more efficient if inspections can be closely
coordinated in order to focus on substandard ships and to avoid multiple inspections.

This ensures that as many ships as possible are inspected but at the same time prevents ships
being delayed by unnecessary inspections. The primary responsibility for ships' standards rests
with the flag State - but port State control provides a "safety net" to catch substandard ships.

Port State Control (PSC) is an internationally agreed regime for the inspection of foreign ships
in other national ports by PSC inspectors. The remit of these PSC officers is to investigate
compliance with the requirements of international conventions, as LOAD LINE
such SOLAS, MARPOL, STCW, and the MLC. Inspections can involve checking that the
vessel is manned and operated in compliance with applicable international law, and verifying
the competency of the ship's master and officers, and the ship's condition and equipment
Nine regional agreements on port State control - Memoranda of Understanding or
MoUs - have been signed: Europe and the north Atlantic (Paris MoU); Asia and
the Pacific (Tokyo MoU); Latin America (Acuerdo de Viña del Mar); Caribbean
(Caribbean MoU); West and Central Africa (Abuja MoU); the Black Sea region
(Black Sea MoU); the Mediterranean (Mediterranean MoU); the Indian Ocean
(Indian Ocean MoU); and the Riyadh MoU. The United States Coast Guard
maintain the tenth PSC regime.
 ENCLOSED SPACES
In May 2013 the Maritime Safety Committee (MSC) of the International Maritime Organization
(IMO) adopted amendments to SOLAS Regulation III/19 which added a new requirement for
mandatory enclosed space entry and rescue drills.

From 1 January 2015 all persons involved in enclosed space entries, and / or assigned enclosed
space rescue duties, will be required to take part in enclosed space entry and rescue drills at
intervals not exceeding two months.

The amendments to SOLAS Chapter III are detailed in IMO Resolution MSC. 350(92), which
requires the following in relation to enclosed space entry and rescue drills [hyperlinks added]:
“3.3 Crew members with enclosed space entry or rescue responsibilities shall participate in an
enclosed space entry and rescue drill to be held on board the ship at least once every two
months.

3.6 Enclosed space entry and rescue drills

3.6.1 Enclosed space entry and rescue drills should be planned and conducted in a safe manner,
taking into account, as appropriate, the guidance provided in the recommendations developed
by the Organization.

3.6.2 Each enclosed space entry and rescue drill shall include:

.1 checking and use of personal protective equipment required for entry;

.2 checking and use of communication equipment and procedures;

.3 checking and use of instruments for measuring the atmosphere in enclosed spaces;

.4 checking and use of rescue equipment and procedures; and

.5 instructions in first aid and resuscitation techniques.

4.2 Every crew member shall be given instructions which shall include but not necessarily be
limited to:

.5 risks associated with enclosed spaces and onboard procedures for safe entry into such
spaces which should take into account, as appropriate, the guidance provided
in recommendations developed by the Organization.”

Although SOLAS requirements do not apply to vessels of less than 500 gross tons, or vessels
which are not engaged on international voyages, some administrations may introduce national
legislation extending the new regulation to vessels not covered by SOLAS.

Members are advised to ensure their Safety Management Systems are updated to reflect this
development and to implement such drills in good time before the new requirement enters into
force.

Portable Gas Detectors

IMO approve amendments to SOLAS in the form of new regulation XI-1/7, making it
mandatory for all vessels to carry portable gas detectors. As a minimum, portable gas detectors
will need to be capable of testing for concentrations of oxygen, flammable gas, carbon
monoxide and hydrogen sulphide prior to entering enclosed spaces.
This requirement is expected to enter into force on 1 July 2016. However, it is likely that IMO,
following adoption, will urge early voluntary compliance with this regulation from 1 January
2015 to coincide with the new enclosed space entry and rescue drill requirement.

• An ‘Enclosed Space’ is defined as a space that has the following characteristics:

• • Limited openings for entry and exit.
• • Unfavorable natural ventilation.
• • Not designed for continuous worker occupancy.
• Enclosed spaces include, but are not limited to, cargo spaces, double bottoms, fuel tanks,
ballast tanks, pump rooms, compressor rooms, and cofferdams, void spaces, duct keels,
inter barrier spaces, engine crankcases and sewage tanks. Although pump rooms come
within the definition of an enclosed space, they have their own particular equipment,
characteristics and risks which require special precautions and procedures. It is the duty
of the responsible officer to ensure:
• That the space is ventilated.
• That the atmosphere in the compartment is tested and found satisfactory.
• That safeguards are in place to protect personnel from the hazards that are identified.
• That appropriate means for controlling entry are in place.