BRIDGE PROCEDURES

To call master on the bridge

Questions asked:
1. Give occasion when the master is to be called on the bridge. (jan 08, nov 08, nov 09)

Calling the master to the bridge

Junior officers are often concerned that they might be inconveniencing the master by calling him on the bridge.
However, masters need to be called as soon as possible if a difficult situation is developing, as he is most likely
to be able to help the oow resolve the problem.
Masters have more confidence in oows who demonstrate their willingness to call the master than those oows
who allow dangerous situations to develop.
The oow, by calling the master early, will be able to learn from the experience of the master when he comes to
the bridge. The oow has a duty to call the master early and this must be the guiding principle at all times.

Some examples of situations where the master will expect to be called

Are listed below, but each master will define his own requirements:-

1. A give way vessel standing on.

2. The ship found to be unexpectedly heading for land.
3. The presence of a fishing fleet.
4. Difficult multi-ship encounters.
5. Situations where the work load on the bridge has become excessive.
6. Making a landfall.
7. Significant alter course positions.
8. Times of reduced visibility.
9. When there is a change in the sea state.
10. When revolutions decrease by more than 15%.
11. Any unusual occurrences such as changes in the weather, unusual ship movements, sickness, accidents, and
difficulty maintaining course and speed.

The master will always prefer to be called early, before the ship is in a dangerous situation. This often requires
judgement on behalf of the oow and to help resolve this issue the master will often request to be called
whenever a vessel is to approach within a specified cpa.

What the international regulations require

There are specific regulations about calling the master, because the master has the ultimate responsibility for
ship safety. The oow must keep him informed of threatening situations. The international convention states:-

"the officer of the watch shall notify the master immediately in the
Following circumstances:-
1. If restricted visibility is encountered or expected.
2. If the traffic conditions or the movements- of other ships are causing concern.
3. If difficulty is experienced in maintaining 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 change in soundings occurs.
6. On the breakdown of the engines, steering gear or any essential navigational equipment, alarm or indicator.
7. If the radio equipment malfunctions.
8. In heavy weather, if in any doubt about the possibility of weather damage.
9. If the ship meets any hazard to navigation, such as ice or derelicts.

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10. In any other emergency or situation in which he is in any doubt.

Who is in charge on the bridge?

The master's appearance on the bridge does not relieve the oow of his responsibilities. The oow is still in
charge of the watch until the master formally takes charge. It must be made clear immediately who is in charge
of the watch.
If the call is made during the hours of darkness, the master will require a little time to become accustomed to
the conditions. The oow must take this into account and allow for this period when deciding to call the master.
It may be necessary to obtain the services of the helmsman and additional lookouts.
These watchkeeping tasks should be completed by the oow immediately they are required. The oow should not
delay or await the arrival of the master on the bridge. Under no circumstances is the oow allowed to leave the
bridge.

Summary
The master will expect the oow to:-
1. Comply with his orders.
2. Inform him about progress.
3. Call him when any unusual situation arises.
4. Call him in accordance with instructions.
5. Call him whenever critical situations arise.
6. Call him as early as possible.
7. Be prepared to brief him on his arrival by pointing out the most critical situations first.
If in doubt whether or not to call the master —
Call him

Importance of master pilot exchange information

Questions asked:
1. What is the importance and content of master-pilot information exchange? (jan 08, may 09, feb 10)

A pilot is engaged to assist the vessel in berthing / unberthing and also for various other reasons, a pilot is a
person who has got good knowledge about the area. He communicates with the traffic control, tugs etc. When
the pilot board he should be given information like, draft, air draft, maneouvering characterictics of the vessel,
effect of squat, steering characterictics of the vessel. A pilot card should be duly filled up and presented to the
pilot when he comes on the bridge. A pilot is a local expert but needs to know the vessel characterictics so as to
carry out his actions in the best possible way to suit the vessel’s responses and characterictics.
Moreover if there are some matters which the pilot might want to bring to the master’s concern he can do that.
For example if there is a shoal of depth 10 metres and the vessels draft is 9.2 metres, then the speed of the
vessel has to be reduced to avoid excessive squat. All the data in the master-pilot information exchange is very
vital to the pilot.
The contents of a master pilot information exchange are:
1. Name of the vessel, call sign,
2. Her maximum drafts forward and aft,
3. Maximum air draft,
4. Length overall, breadth,
5. Number of shackles in each anchor,
6. The presence and power of thrusters,
7. The distance from bridge to bow and bridge to stern,
8. Type and power of engine,

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9. Rpm and speeds at various engine movements,
10. Time from full ahead to full astern,
11. Time from hard over to hard over,
12. Maximum number of consecutive starts,
13. minimum rpm,

Apart from all above data, the passage plan from the pilot station to the berth should be discussed with the pilot
to avoid any confusion. If the vessel is likely to encounter any traffic which is of concern or due to which the
vessel has to reduce speed, the approach plan to the berth, the mooring plan. The pilot should inform the
master about any change in the plan, if any so as to keep the vessel well informed of the situation as in the end
the responsibility lies on the master of the vessel, a pilot is there to give his assistance because of his local
knowledge and experience.

Composition of the bridge

Questions asked:
1. Under stcw code explain the factors to be taken into account while deciding the composition of the bridge?
(may 08, may 09, nov 09)

In determining that the composition of the navigational watch is adequate to

Ensure that a proper look-out can be continuously maintained, the master
Should take into account all relevant factors including the following:

1. Visibility, state of weather and sea,

2. Traffic density, and other activities occurring in the area in which the ship is navigating,
3. The attention necessary when navigating in or near traffic separation schemes or other routeing measures,
4. The additional workload caused by the nature of the ship's functions, immediate operating requirements
and anticipated manoeuvres,
5. The fitness for duty of any crew members on cal who are assigned as members of the watch,
6. Knowledge of and confidence in the professional competence of the ship's officers and crew,
7. The experience of each oow, and the familiarity of that oow with the ship's equipment, procedures and
manoeuvring capability,
8. Activities taking place on board the ship at any particular time, including radiocommunication activities,
and the availability of assistance to be summoned immediately to the bridge when necessary,
9. The operational status of bridge instrumentation and controls, including alarm systems,
10. Rudder and propeller control and ship manoeuvring characteristics,
11. The size of the ship and the field of vision available from the conning position,
12. The configuration of the bridge, to the extent such configuration might inhibit a member of the watch from
detecting by sight or hearing any external development,
13. Any other relevant standard, procedure or guidance relating to watchkeeping arrangements and fitness for
duty.

Watchkeeping arrangements under the stcw code

When deciding the composition of the watch on the bridge, which may include
Appropriately qualified ratings, the following factors, inter alia, must be taken
Into account:
1. The need to ensure that at no time should the bridge be left unattended,
2. Weather conditions, visibi ity and whether there is daylight or darkness,
3. Proximity of navigational hazards which may make it necessary for the oow to carry out additional duties,

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4. Use and operational condition of navigational aids such as radar or electronic position-indicating devices
and any other equipment affecting the safe navigation of the ship,
5. Whether the ship is fitted with automatic steering,
6. Whether there are radio duties to be performed,
7. Unmanned machinery space {ums} controls, alarms and indicators provided on the bridge, procedures for
their use and limitations,
8. Any unusual demands on the navigational watch that may arise as a result of special operational
circumstances.

Reassessing manning levels during the voyage

At any time on passage, it may become appropriate to review the manning levels of a navigational watch.
Changes to the operational status of the bridge equipment, the prevailing weather and traffic conditions, the
nature of the waters in which the ship is navigating, fatigue levels and workload on the bridge are among the
factors that should be taken into account.
A passage through restricted waters may, for example, necessitate a helmsman for manual steering, and calling
the master or a back-up officer to support the bridge team.

Safe speed
Questions asked:
1. What is safe speed as defined in colregs? (jan 08, nov 09)
2. What factors are to be decided when considering safe speed when the radar is operational? (nov 08)

As per colregs:
Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid
collision and be stopped within a distance appropriate to the prevaling circumstances and conditions.
In determining the safe speed following factors shall be among those taken into account:

By all vessels:
1. The state of visibility,
2. Traffic density including concentration of fishing traffic,
3. The manoeuvering characterictics of the vessel with special referance to stopping distance and turning
ability in the prevailing circumstances and conditions,
4. The state of wind, current and sea, and the proximity of navigational hazards,
5. The draught of the vessel in relation to available depth of water,
6. At night, the presence of background lights such as from shore lights or from the back scatter of her own
light.
Additionally by vessels with operational radar:
1. The characterictics, efficiency and limitations of the radar,
2. Any constraints imposed by the radar range scale in use,
3. The effect of the state of sea, weather and other resources of interference on radar detection.
4. The possibility that small vessels, ice and other floating objects may not be detected by the radar at an
adequate range,
5. The number, location and movement of vessels detected by the radar,
6. The more exact assesment of the range of visibility may be possible when radar is used to determine the
range of vessels or other objects in the vicinity.

Contingency planning
Questions asked:

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1. Describe the guidelines by imo for preparing contingency plans for various emergencies? (may 08, jan 10)
2. Prepare a contingency plan for collision? (jan 08)
3. Explain how ism code helps in emergency prepardness? (jan 08)
4. What actions will you take if your vessel has collided with another vessel keeping the safety of crew and
vessel in mind? (may 08)
5. You are on the bridge and you find that collision with another vessel is imminent: what are the initial
options available to you to limit the damages? Give your preferance and the reasons of your options. After
the collision, how would you continue to deal with the emergency and the damage? (jul 09)
6. When will you abandon your ship? List out the various considerations before you decide on this action?
Describe in detail the various procedures you will follow if you decide to abandon your vessel in wind
force 6 with accompanied heavy weather? (aug 08)

Because of the presence of a large number of non-harmonised shipboard contingency plans, the development
of a structure of an integrated system of contingency planning to deal with emergencies was necessitated. Imo
has laid down guidelines for this vide its assembly resolution a852(20).
The objectives of these guidelines are to:
1. Assist companies in translating the regulations into actions by using integrated system structure,
2. Integrate relevant shipboard emergencies into this system,
3. Assist in the development of harmonised contingency plans so that they are accepted onboard and can be
properly used in emergencies,
4. Encourage governments to accept this structure and refer to these guidelines when drafting national
legislations.
It comprises of 6 modules:
Module i – introduction,
Module ii – provisions,
Module iii – planning, preparedness and training,
Module iv – response actions: this module provides assistance to the crew under various circumstances and
emergencies.
Initial actions: common to all ships and all emergencies:
1. Identify the nature of emergency,
2. Sound the required alarm followed by an announcement on the public address system,
3. Muster and organise the response teams,
4. Start and continue the response action,
5. Collect additional information,
6. Monitor the response action,
7. Activate reporting procedures and prepare a situation report,
8. Initiate external response.

Planning a subsequent response action depends on the ship type and her cargo, some considerations are:
1. Number of persons onboard and their experience,
2. Properties of cargo carried,
3. Location and quantity of hazardous cargo,
4. Availability of medical aid,
5. Buoyancy, strength and stability calculations,
6. Engagement of salvors / rescue towage,
7. Lightering capacity,
8. External clean-up resources,
9. Ship drift characterictics,

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10. Informing adjacent ships,
11. Search and rescue coordination,
12. Cooperation with national and port authorities,
13. Public relations.
Module v – reporting procedures
Module vi – extra information
1. G.a. plans and any other plans,
2. Bunker and ballast information,
3. Additional documents,
4. Industry guidelines,
5. Cargo information.

Emergency preparedness
1. The company should estabilish procedures to identify, describe and respond to potential emergency
shipboard situations,
2. The company should estabilish programmes for drills and exercises to prepare for emergency actions,
3. The sms should provide for measures ensuring that the company’s organization can respond at any time to
hazards, accidents and emergency situations involving its ships.

Collision
A collision seldom occurs unexpectidely except in dense fog. Some time is usually available to the duty officer
to ascertain the situation. When the duty officer is aware that an imminent collision in unavoidable, a quick
assesment of the situation can be done to limit the extent of damage. Try to make the blow a glancing blow. If
possible endeavour to strike or be struck forward of the collision bulkhead, and avoid a broad side on contact.
Actions after collision
1. Sound the general emergency alarm,
2. Stop the main engines.
3. Close all watertight doors and fire doors.
4. Start pumping out the flooded compartments,
5. Switch on the deck lights at night,
Access extent of damage by:
1. A visual inspection of the impact area,
2. Estimating the size of damaged area and its position relative to waterline. The depth gives an idea if the
rate of water ingress.
3. Carrying out a stability assessment. Check the cargo permeability, loss of buoyancy and change of trim,
effect on gm of the vessel,
4. Considering additional factors such as fire risk, toxic fumes or possibility of explosion. Will the
anchors and cables work,
5. Checking for casualities and missing persons.
Initiate emergency procedures
1. Muster the damage control party at the site. Prepare lifeboats and liferafts,
2. Activate emergency power supply and line up for pumping out water,
3. Keep the engine room facilities and communications officer of standby,
4. Plot the position on the chart and check out for safe port options,
Master is oblidged to pass the following information to the other vessel:
1. Name of own vessel and official number,
2. Ship’s port of registry,
3. Port of departure and destination,

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4. All possible assistance as needed by the other vessel, if the safety of own ship and crew is not
endangered.

Abandon ship
The decision to abandon ship is taken either when the ship is sinking or it is not possible to stay onboard due to
heat, smoke or other adverse conditions and all efforts to save the ship have been unsuccessful. The following
factors should be considered by the master before making the decision:
1. Weather conditions and geographic location,
2. Stability of the vessel,
3. Lifesaving appliances available and their condition,
4. Casualties present and to be expected, by remaining onboard or by abandoning ship,
5. Number of persons onboard and their experience,
6. Range of sar craft and associated time factor,
7. Whether communications have been estailished with the rescue services,
8. Danger of an explosion,
9. Danger of the situation worsening.

Procedure
1. The order for abandon ship is to be given by “word of mouth”. An announcement can be made on the
public address system or walkie – talkies so that every one can hear the orders.
2. It is to be carried out in an orderly and disciplined manner. Strictly adhering to orders and immediately
controlling signs of panic and insubordination using force if necessary,
3. The main engines should be stopped and after any last – minute damage control, all machinery to be
stopped and the watertight doors and hatches tightly closed,
4. Boats should be lowered with maximum persons aboard, the remaining should jump in the water from a
low height. In case of strong winds, jump from the weather side, so that the ship drifts clear easily,
5. Proper warm clothing should be worn by the crew, the idea is to keep warm, dry and protected from sun’s
rays.
6. The four basic concepts of survival are control of fear, will to survive, knowledge and suitable equipment.

Miscellaneous questions:
1. Importance and contents of a wheel house poster? (may 10)

A wheel house poster gives various manoeuvering characteristics of the vessel which are of importance in an
emergency when the behaviour of the vessel is involved. It gives enhanced information about the vessel.
Contents of the wheel house poster:
1. Name, c/sign, grt, nrt, max displacement, deadweight, and block coefficient, full load summer draft.
2. Loaded and ballast drafts at which maneuvering characteristics given,
3. Steering particulars: type of rudder, max rudder angle, time hard over to hard over with one and with two
power units. Min spd to maintain co with propeller stopped.
4. Anchor chain particulars: number of shackles for each chain. Rate of heaving in minutes / shackle,
5. Propulsion particulars: type of engine, type of propeller, critical rpm, maximum rpm speed, emergency f
ahead to f astern in seconds, stop to astern in seconds, astern power ---- % of ahead power, maximum
number of consecutive starts, rpm and speeds for loaded and ballast conditions at every stage of ahead and
astern propulsion.

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6. Port and starboard turning circles for loaded and ballast conditions with advance, transfer and tactical
diameters in miles/cables.
7. Stoping distances for loaded and ballast conditions,
8. Man overboard manoeuvers.

1. As a chief officer, what precautions will you take before going for sts operation? (aug 08)
2. What are the different types of dry docks and as a ship’s officer which dry dock would you prefer and why.
Explain in detail? (aug 08)
3. Wrt navigation, differentiate between company’s instructions, master’s standing instructions and night
orders. Write down standing orders for oow on bridge duties, while vessel making a port. (nov 08)
4. As a master of a ship, list the preparations and procedures for picking up pilot when arriving port from sea.
What are the duties and obligations of the pilot? (jan 09)
5. As per imo resolution a868(20), what safety precautions are required for the ship engaged in ballast
exchange at sea? What are the recordings and reporting procedures after the exchange is over? (jul 09)
6. Describe the difficluties likely to be faced when navigating in higher latitudes wrt: environmental factor,
use of charts and projections, determination of position. (jan 10)
7. Wrt stcw 95 describe the following: code a, code b and structured shipboard training program? (feb 10)
8. Describe the behaviour of a vessel in heavy weather and the precautions required to be taken while: turning
a vessel in heavy weather, heaving to. (may 10)
9. What actions should be taken or considered in the event of any emergency during sts operation? (may 10)

Ballast water exchange

Recording and reporting procedures
1. Where a port state authority requires that specific ballast water procedures and/or treatment option(s) be
undertaken, and due to weather, sea conditions or operational impracticability such action cannot be taken,
the master should report this fact to the port state authority as soon as possible and, where appropriate,
prior to entering seas under its jurisdiction.
2. To facilitate the administration of ballast water management and treatment procedures on board each ship,
a responsible officer should be appointed to maintain appropriate records and to ensure that ballast water
management and/or treatment procedures are followed and recorded.
3. When taking on or discharging ballast water, as a minimum, the dates, geographical locations, ship's
tank(s) and cargo holds, ballast water temperature and salinity as well as the amount of ballast water loaded
or discharged should be recorded in a suitable format.
4. The record should be made available to the port state authority.
5. The location and suitable access points for sampling ballast or sediment should be described in the ship's
ballast water management plan. This will allow crew members to provide maximum assistance when
officers of the port state authority require a sample of the ballast water or sediment.

Ships engaged in ballast water exchange at sea should be provided with procedures which account for the
following, as applicable:
1. Avoidance of over and under-pressurization of ballast tanks,
2. Free surface effects on stability and sloshing loads in tanks that may be slack at any one time,
3. Admissible weather conditions,

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4. Weather routeing in areas seasonably affected by cyclones, typhoons, hurricanes, or heavy icing conditions,
5. Maintenance of adequate intact stability in accordance with an approved trim and stability booklet,
6. Permissible seagoing strength limits of shear forces and bending moments in accordance with an approved
loading manual,
7. Torsional forces, where relevant,
8. Minimum/maximum forward and aft draughts,
9. Wave-induced hull vibration,
10. Documented records of ballasting and/or de-ballasting,
11. Contingency procedures for situations which may affect the ballast water exchange at sea, including
deteriorating weather conditions, pump failure, loss of power, etc.
12. Time to complete the ballast water exchange or an appropriate sequence thereof, taking into account that
the ballast water may represent 50 % of the total cargo capacity for some ships,
13. Monitoring and controlling the amount of ballast water.
14. Certain watertight and weathertight closures (e.g. manholes) which may be opened during ballast
exchange, should be re-secured.