MV HOUSTON BRIDGE

BRIDGE WATCHES

INTRODUCTION
Smooth operation of the vessel with systematized interaction between the bridge and the
engine are the core key for a safe and successful navigation.

It is very significant not only for any engineer but as well as to engine ratings to know the
procedures that the bridge do whenever the vessel is entering and leaving port. Why?
Because, if we know what is happening in the bridge, we can easily imagine the situation
and the probable actions that we need to do in the engine for us to have an excellent
and safe operation.

Within the months that I have stayed in Houston Bridge, I actively observed the
procedures the engine department does and how the bridge interacts. I assist the
engineers to disengage the turning gear, close indicator cocks, running the diesel
generator and other necessary things prior to entering and leaving port as well as during
anchorage.

BRIDGE’S MAIN EQUIPMENT AND ITS FUNCTION

1. ECDIS (Electronic Chart Display Identification System)

- Plots Charts, Locates Target & Total Distance & Generates Passage
Plans
2. Chart Plotter
- Plots Charts
3. X-Band Radar
- Targets Data, used for radio detection & ranging
4. S-Band Radar
- Targets Data
5. AIS (Automatic Identification System)
- Finds data of target; Notifies ship's data
6. Bow Thruster Control
- Maneuvers ship directly portside or starboard side
7. SART (Search and Rescue Transponder)
- Transmits homing signals in 9 GHz band used is survival crafts

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

8. GMDSS (Global Maritime Distress and Safety System)

- Both satellite and terrestrial provide distress alerting and
promulgation of maritime safety information
9. EPIRB (Emergency Positioning Indicating Radio Beacon)
- Determines the location of the vessel when it sank
10. Aneroid Barometer
- Obtains atmospheric pressure
11. Barometer
- Obtains wind speed and direction
12. Echo sounder
- Obtains ocean depth
13. SVDR (Simplified Voyage Data Recorder)
- Records voyage data
14. Steering Wheel
- Used to control the rudder for maneuvering
15. VHF Radio
- Used for communication & distress messages
16. Gyro Compass
- Tells where direction the ship is headed via compass
17. GPS (Global Positioning System)
- Notifies the ship in what location it is through satellites
18. EMLOG – Electronic Magnetic Log
- measures the distance travels by the ship aground
19. INMARSAT (International Mobile Satellite Organization)
- Operator of a sys. of geostationary satellites for worldwide mobile
comm. services and which supports the GMDSS
20. Digit race
- A trace of the ship’s movement through a digital screen.
21. Handle Notch
- Controls the speed of the ship, if it is on bridge control

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

Smooth operation of ship is an essential key towards safety. Prior entering port,
necessary preparation should be in command specifically the time of arrival, inspection
of cargo gears working condition, and cargo work equipment confirming their safety.
Below are procedures observed when entering port, leaving port, anchoring, and watch
keeping at sea

A. PREPARATIONS FOR ENTERING PORT

The Master shall inform the estimated time of arrival port to the head of departments. A
Bridge Team meeting shall be carried out to discuss Navigational procedures and
precautions for entering port and the same to be logged down.

There should be a meeting between all Senior officers and where necessary, Junior
officers and Crew, convened well before arrival port, to discuss all matters pertaining to
the port arrival and stay.

The concerned officers shall confirm the completed condition of the corresponding items
of the “Arrival Checklist” (KLQSMS-Y-F-03) and report the same to the Master.
Relevant entry to be made in the Deck Log Book to this effect.

<Note> (Main Engine Astern test)

Main Engine Astern Testing should be carried out before every port entry. The testing
area should be a Safe area which is prior to Pilot boarding (or before reaching Pilot
boarding ground), with considering vessels’ maneuvering factors.

STATIONS

The stations for Entering (and Leaving) port shall be as follows, but the Master
may change these as actual circumstances require.

1. The Chief Officer shall be at the Bow to command the forward station.

2. The Second Officer shall be at the Stern to command aft station.

However, in case the aft station is not required, 2/Off shall follow
Master’s instruction.

3. The Third Officer shall assist the Master on the Bridge.

4. The Bosun shall assist the Chief Officer at the Bow

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

5. Other Deck Ratings shall be at the Bow or Stern and engaged in the
operation under the direction of the Chief Officer or the Second Officer,
as appropriate

6. Deck Ratings stationed on the bridge shall be engaged in Steering and

Lookout.

7. The Chief Engineer shall be in the Engine Control Room and take
command of the machinery in general

8. The First (Asst.) Engineer shall be in the Engine room and engaged in
the operation of Machinery by commanding his subordinates.

9. The Second (Asst.) Engineer and Third Asst. Engineer shall be

stationed as ordered and engaged in the operation of the Machinery.

10. No.1 Oiler shall assist the First (Asst.) Engineer in the engine room in
necessary operations under his direction and supervise Engine ratings

11. Other Engine Ratings shall work under the direction of the First (Asst.)
Engineer in the engine room.

B. PREPARATIONS FOR LEAVING PORT

The Master shall announce the estimated time of departure by having the sailing notice
board updated soon after berthing.

A Bridge Team meeting should be carried out to discuss the details of next voyage and
same to be logged down.

The Master shall ensure that “Departure Checklist” (KLQSMS-Y-F-04) has been
completed and that all items in the checklist have been complied with, prior departing.

SAFETY STATION FOR ENGINE TRIAL ON A BERTH

The Master shall deploy Deck Officers and Deck Ratings at the following stations during
Main Engine Trial and carry out the same after ensuring it is safe to do so.

1. The Second Officer shall be at the Stern to ensure all mooring lines are taut,
propeller is clear and there is adequate clearance Aft.

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

2. The Third Officer shall attend to the Engine Telegraph on the Bridge and keep
contact with the Bow, the Stern and the Engine room.
3. The Bosun or an Able Seaman shall be on the Bow to ensure all mooring lines
are taut and there is adequate clearance fore.
4. An Able Seaman shall be stationed at the Gangway and ensure it is lifted clear of
the jetty and clear of all obstructions.

STATION FOR DEPARTURE PORT

Refer to KLQSMS-F-01 Chapter 2. “STATIONS”

CONFIRMATION FOR PREPARATION FOR DEPARTURE

The Master shall ensure that the vessel is seaworthy in all respects before departing
from a port.

PROCEDURES IN DEPARTURE
1. Preparation and Distribution of Departure condition report.
2. Information about Draft, tidal condition, Time of Sunrise / Sunset.
3. Preparation of Charts Nautical pubs, Set square, Pencils, Dividers, etc.
4. Preparation of Lights, Shapes, Signal flags, Pilot cards, Bell book, Binoculars, and
confirmation of daytime signal lights.
5. Operation and adjustment of Radar and ARPA. Operation test of echo sounder. Log
setting. Synchronization of ship’s clocks. Confirmation of time and recording paper for
course recorder and engine telegraph logger. Confirmation of “AIS” settings in
Navigational Status. (Underway using engine, etc.)
6. Synchronization of Repeaters and Master compass. Indication and illumination of
Magnetic compass.
7. Confirmation of onboard communication system (E/R – Bridge), (Steering Room-
Bridge). Confirmation of VHF channel in use. Communication test of radio
transceivers.
8. Supplying of power for Deck machinery.
9. Preparation for Pilot transfer.
10. Confirmation of operation of Fire alarm system for E/R and cargo holds.
11. Operation test of (Simplified) Voyage Data recorder (S-VDR or VDR)

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

C. PREPARATION FOR ANCHORING OR WEIGHING ANCHOR

Planning for Anchoring

Master Shall:

1. Identify a suitable anchoring position before entering the anchorage area

2. Conduct a planned approach including speed reduction in ample time and
orienting the ship’s head prior anchoring to
(a) Same as similar sized vessels around or
(b) Stem the current or wind, whichever is stronger
3. Decide on which method of anchoring to be used and the number of shackles
depending on the depth of water, expected weather and holding ground.

A simple rule in determining length of cable to use:

Standard condition:
Length of cable (m) = [Depth of water (in meters) x 3] + 90

When good holding power cannot be expected:

(e.g. Strong Wind, Strong Current, Harder Sea bottom)
Length of cable (m) = [Depth of water (in meters) x 4] + 145

<Note>
Above formulas are just references. Master shall consider vessel’s situation for
deciding the length of cable.

It is suggested the use of radar parallel indexing technique, an effective tool in

maneuvering approach to anchoring position.

A fixed reference point is necessary in establishing the intended anchoring

position relative to this fixed point.

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

Preparation for Anchoring

The Chief Officer (or another experienced officer in lieu) must supervise letting go or
weighing the anchors and should only assign experienced crew members to anchor
work.

Prior to Anchoring, the Chief Officer should be aware of:

1) Approximate anchoring position

2) Method of approach
3) Which anchor to use
4) Depth of water
5) Method of Anchoring
6) Final amount of Cables

Procedure of the Introduction to Anchoring

At the Forecastle:

1) Check brakes are on and clear the voyage securing devices (Anchor
Lashings, Bow Compressed Bar etc.)
2) Switch on the power source for the Windlasses
3) Start Hydraulic / electric (Source of) Power of Windlasses
4) Check Anchor Shape / Light
5) Check Communication with the Bridge
6) Check Lighting on Forecastle including torches , at night time
7) Ensure all personnel are wearing Safety Helmets, Safety Shoes and
Goggles.

Before Letting Go Anchor or walking back Anchor:

The Chief Officer shall confirm that there is no craft or any other obstacle under the bow
and inform the Bridge.

The Master shall ensure that the vessel’s GPS speed at the time of anchoring is near-
zero or indicates a slight sternway.

The speed should be verified by visual transits and/or Radar ranges of Landmarks, if
available or other fixed conspicuous targets.

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

Where means of communication between Bridge and the Anchoring party is by Portable
radio, the identification of the ship should be clear to avoid misinterpretation of
instructions from other user of such equipment in the vicinity.

ROUTINE ANCHORING OPERATION

There are 2 methods for Anchoring according to depth of the water:

Method 1 ( Depths up to 50m )

 Walk out the anchor to Half a shackle above the sea bottom
 Hold the cable on the brake and take the windlass out of gear
 Stop the vessel over ground
 Drop the anchor
 Control the speed of cable flow by the brake , while not allowing “pile-up”
 Bring anchor cable direction forward and confirmed anchor holds its position.

<Note> Disadvantages with Method 1:

If the brake fails, or there is too much speed over ground, the cable will run out to the
bitter end with consequent damage. The brake lining could also be damaged due to this
‘Dynamic load’ (the ‘Static load’ on brakes to restrain movement of an anchored vessel
is much less).

Method 2 ( Depths over 50m )

 Stop the vessel over ground

 Walk out the anchor under power until the complete length of required cable is
paid out and anchor holds its position on the seabed.
 Bring anchor cable direction forward and confirmed anchor holds its position.

<Note> Disadvantages with Method 2:

Vessel must be completely stopped to avoid major damage to Windlass.

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

EMERGENCY ANCHORING

F Anchors should be ready for letting go on arrival and departure port, when in
anchoring depths. At least, the wire lashings are to be removed and the anchors
held on brake.
F In critical situations, to arrest the movement of the vessel, after stopping /
reversing the main engine, it is preferable to let go both anchors simultaneously
instead of one.

ANCHOR RETRIEVAL

F For weighing in the anchors, to reduce the load on the windlass, and keep the
cable near vertical ,as required, short movements to be given on the main engine
(and Bow Thruster to be used, where is applicable)
F The stay and direction of the cable and the residual shackles are to be
continuously reported to the bridge.
F Anchor Wash to be run to clean the chain and the anchor.
F When anchor is fully hove, the brake is to be applied and the windlass taken out
of gear.
F The bow stopper is to be put when it is deemed safe to do so.

ANCHOR WATCH

An anchor watch is to be always maintained when the ship is at anchor. “Anchor Watch
Checklist” (KLQSMS-Y-G-12) is to be used.

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

D. PROCEDURES DURING ONE WATCH AT SEA

1. The OOW is the Master's representative and is responsible for the safe navigation of
the ship during his duty.
2. The OOW must not leave the Bridge unless properly relieved by the Master or
another qualified officer.
3. Even if the Master or any Officer is on the Bridge, the OOW shall have the right and
responsibility for the Watch until the transfer of the duty is mutually confirmed
between him and the successor (the Master or an Officer).
4. As per STCW the OOW may be the sole look out on the bridge during daylight hours.
5. The OOW may permit the Able Seaman to work away from the bridge, but remain
close-by and in constant contact with him by transceiver, provided he is satisfied
that:
 It is safe to do so after the navigational situation has been assessed.
 Full account has been taken of the state of weather, visibility, traffic density,
and proximity of dangers to navigation.
6. Fire Patrol shall be done after completion of own watch especially during coastal
navigation, poor visibility, heavy traffic and other dangerous situations. It is prohibited
to do the patrol while on your own navigational watch. The Master must control the
implementation of this procedure.
7. The OOW shall not be released from his responsibility for safe navigation of the
vessel by the presence of a Pilot on board the vessel. The OOW shall endeavor to
pay the following attention to secure safe navigation of the vessel:
 To grasp the move of other ships by close watch and advise that data to the
pilot.
 To confirm the vessel's position and advise it to the pilot. (Do not neglect to
enter it on the chart)
 To confirm proper steering by a helmsman or the automatic pilot.
 To seek clarification from the pilot if there is any doubt as to the pilot's actions
or intentions, and to immediately notify the Master and take necessary action if
doubt still exists.

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

Orders under instruction must be strictly complied. Reliever duty watch

should be alert and responsive at all times. Also the smooth communication
between the engine and deck should be considered. Failure of these could cause
accidents which may affect all crew in the vessel.

(BRIDGE AND ENGINE INTERRACTIONS)

ENTERING PORT

Confirm M/E Handle "STOP"

↓
F/E order from W/H Answer/Change control position "C/R"
↓
"Air Run" on MOP monitor
↓
Indicator valves OPEN
↓
Confirm "Air Run" on MOP monitor
↓
Air Running
↓
Main Air Reservoir CLOSE
root valve
↓
Release pressure Air Running
↓
"Pre Lubricating" on MOP monitor
↓
call W/H
↓
starting/distribution BLOCK
Valve
↓
M/E turning gear Engage/Start (Ahead)

(BRIDGE AND ENGINE INTERRACTIONS)

ENTERING PORT

LEAVING

Prelub (During turning, Astern)

↓
"Air Run" on MOP monitor
↓

D/C MD NAJMUL HASAN

 MV HOUSTON BRIDGE
BRIDGE WATCHES

M/E turning gear Stop/Disengage

↓
Main Air Reservoir OPEN
root valve
↓
starting/distribution SERVICE
Valve
↓
Push "ME TRY ENG "
↓
call W/H

order from W/H

↓
Air running
↓
Indicator valves CLOSE
↓
call W/H

↓
From W/H Try Eng fm W/H
↓
call W/H
↓
order from W/H Push "S/B"

D/C MD NAJMUL HASAN