BTMT

Course Content:

Appraise and plan a detailed passage plan in

coastal, confined and/or pilotage waters
including but not limited to the following
factors:

vessels particulars;
operational restrictions;
hazards;
weather;
traffic density;
international and local regulations.
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 Conduct a risk assessment for each leg of a

planned voyage.

Execute and monitor the plan:

 the use of standard manoeuvres and

information obtained from vessels data sheets.
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 Exercise effective two-way flow of knowledge via

effective communication between all bridge team
members including the Pilot when carried.

 Consideration of the effect of attitude, cultural

differences, workload and stress and human
factors on the communication chain and
interaction between bridge team members.
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 Emergency and non-routine situations

responding to failures:

• Communication
• Power
• Steering
• Compass
• Aids to navigation

Onboard reaction and preparations, utilising aid

from outside agencies.
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Update on skills, techniques and equipment

 Re-appraisal of navigation skills and

techniques including the best use of modern ARPA.

 Advised on the limitations of electronic navigation

systems and the dangers of over-reliance on a single
source.

 Information on new developments in the marine

industry and legislation.
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Planning and conducting berthing / un-berthing

operations.

Working with a Pilot as a part of the Bridge Team.

Monitor fully all actions / commands – obtain

feedback from mooring stations.

Be prepared for emergencies!

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IMO SOLAS 2000 Regulation 34.

“Prior to proceeding to sea, the master shall

ensure that the intended voyage has been planned
using the appropriate nautical charts and nautical
publications for the area concerned, taking into
account the guidelines and recommendations
developed by the Organization”.
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IMO SOLAS 2000 Regulation 34.

The voyage plan shall identify a route which:

- takes into account any relevant ships' routeing

systems.

- Ensures sufficient sea room for the safe passage

of the ship throughout the voyage.

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IMO SOLAS 2000 Regulation 34.(con’t)

 Anticipates all known navigational hazards and

adverse weather conditions.

 Takes into account the marine environmental

protection measures that apply, and avoids, as
far as possible, actions and activities which
could cause damage to the environment
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IMO SOLAS 2000 Regulation 34.(con’t)

 “The owner, the charterer, or the company, as

defined in regulation IX/1, operating the ship or
any other person shall not prevent or restrict the
master of the ship from taking or executing any
decision which, in the master's professional
judgement, is necessary for safe navigation and
protection of the marine environment.”
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Passage Planning Reference material.

Annex 24 and 25 of SOLAS Chapter V

Bridge Team Management-A Practical Guide.

Published by the Nautical Institute

Bridge Procedures Guide

published by the International Chamber of
Shipping
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Part 2
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BTMT

No later
1030 hr

Min UKC
Test engine/helm 2.0m
Clear Anchors / Call
Pilot Ch 11
075
Radar/ Visual Conspicuous Minimum expected
Wheel over
depths / Critical times
Objects for True
position positions
Fixes
course / DTG Parallel Index /XTE
Transits
limits/ Leading Lights
No Go Areas Escape route /
Control instructions/
contingency anchorage
Contact points
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BTMT

For a Bridge team to bring a voyage to a successful

and safe conclusion – all members of the team must
interact and
Reliability beexpected
and fully involved
accuracyin/the navigating
limitations of position
process.
fixing aids to be fully considered. Most appropriate used.
Each
* ‘team members’ duty
Two independent or required
methods task
used at all should be
times.
clearly stated.
Only
Poor by Cross checking
communications results
between / equipment
team will
members will
result inerrors
poor quality of control be
or discrepancies and monitoring!
highlighted.
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BTMT

The use of checklists – Company provided

- Ship Specific
- Bridge procedures guide
For Routine voyage tasks / Emergency procedures.

Checklist are an important method of ‘cross checking’

but can easily abused.
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BTMT

The ‘officer’ conning the ship should be aware of the

various factors that may limit or restrict the ship ability
to respond to control inputs dependant on position and
prevailing weather.

In the planning stage the following factors may be

required to be ‘considered’.
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Part 3
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Wheel Over positions – planning.

Will vary with Speed , angle oh heel, Trim, helm angle,
In confined
depth waters
of water, all helm
proximity and engine
of shallow/ movements
uneven seabed
should
(bank be planned
effect), in advance. prevailing wind and
draft (freeboard),
tidal conditions.

*Reference made to Ships

manoeuvring data
Advance

W/O – (20 deg helm ½ Ahead)

Transfer
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Stopping Distance.
Depth < 2 x draft !

Deep water

Advance

Full Astern from 12 kt Helm amidships

Will vary with Speed , angle oh heel, Trim, helm angle,

depth of water, draft (deadweight), prevailing
*Reference wind
made and
to Ships
tidal conditions. manoeuvring data
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Emergency procedures – Turning ship.

The method used to turn a ship in an ‘emergency

situation’ will depend on many factors including but not
limited to:

 available width/ depth of navigatable water,

 weather conditions including prevailing visibility,

 proximity of traffic, navigational hazards,

 specific ship handling characteristics (i.e. angle of

helm, approach speed, trim, list, laden / ballast
condition, freeboard (wind resistance) etc.)
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Comparison of stopping distances using various methods

 Emergency Full astern / rudder used to limit

deviation of course. (Crash Stop)

 D.Slow astern until speed reduces to below 8 knots,

then apply Full astern.

 Rudder cycling (35/35) + engine reduction.

(Low and High Frequency)

 Engine failure - use of rudder ~ short stay on

anchor cables.
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Compare stopping distance & Turning circle in

 Deep water and Shallow water.

 Full sea speed and Half Ahead.

Emergency turns in event of M.O.B. / launch of

rescue craft.

Effect of Squat / Increase in draught with heel and

hence reduced UKC.
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Emergency procedures in event of loss of

 Main Engine

 Steering

Use of anchors , Tugs to secure ship / regain

control.
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Part 4

Position Fixing:
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Methods available for Position Fixing:

Errors/ inaccuracies
• Human error in set up / 0ver reliance
• Satellite availability ~ Geometry
~ Signal Masking
GPS / DGPS
~ Multi Path signals
• Chart Datum WGS 84 ~ Local value
• Signal interference
• Availability of Differential Correction
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Methods available for Position Fixing:

Errors/ inaccuracies
• Human error in set up
• Error in input Sensors (Gyro/Log/GPS)
• Inappropriate Range scale

ARPA/Radar • Stabilised/ Un-Stabilised

• SOG or STW ?
• 0ver reliance ~ Visual lookout
• Small targets ~ Weather effects
• Incorrect interpretation of displayed data.
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Methods available for Position Fixing:

Errors/ inaccuracies
• Human error in set up
• In-corrrect Speed / Latitude correction
• Updating/ Checking Error / Visual ref’.
Gyro
• Cross checking output of Master to
Compass
Repeaters and connected equipment.
• Over reliance ~ Cross reference with
Magnetic.
• Off Course alarm
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Methods available for Position Fixing:

Errors/ inaccuracies
• Human error in set up (SOG/ STW)
• Use of GPS/DGPS as source.
Speed • In correct set up of output signal to
Measurement connected equipment.
• Known inaccuracies due to ships
movement, trim etc.
• Recorded ‘log distance’ errors
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Methods available for Position Fixing:

Errors/ inaccuracies
• Human error in set up
• Over reliance on sensor inputs
ECDIS / RCDS • In correct selection & display of scale.
• In correct set up of monitoring and
displayed chart data
• Over reliance in automatic checking mode
for route planning
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Methods available for Position Fixing:

Errors/ inaccuracies
• Human error in set up / Interpretation
• NOT Universal

AIS • In correct set up of output signal to

connected equipment. (ARPA/ECDIS)
• Errors in targets sensors re-transmitted
• Encourages use of VHF verbal
communications for collision avoidance.
• Line of Sight signals.
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Methods available for Position Fixing:

Common Denominator?

Errors/inaccuracies
• Human error :
setting up / incorrect use / failure to cross check /
ignorance of limitations and accuracy.
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Methods available for Position Fixing:

Checking

Where possible always have two

independent methods of monitoring ships
position.
Always maintain Visual awareness.