PROJECT NO.

: D3
BRIDGE TEAM,
NAVIGATION, PASSAGE PLANNING

NAME : D/C E. Iordache

SHIP’S NAME : Cheshire

SHIP TYPE : Gas Carrier

DATE APPROVED BY DTO :

NAME OF DTO : Turik Kirill SIGNATURE _______

NAME OF MASTER : Mitev Mitko Yordanov SIGNATURE _______

 A. COMPOSITION OF THE BRIDGE TEAM & DUTIES AT SEA

Bridge Team Composition

Watch Level
Master OOW Lookout Helmsman
Level 1 X X
Level 2 X X X
Level 3 X X X
Level 4 X X X X

Watch Level 1 or Level 2 composition may be used for open water

navigation, having in mind the prevailing weather/visibility/traffic conditions.

In certain circumstances of clear daylight, in open waters or at anchor, the

Master may consider that the OOW may be the sole lookout. The prevailing
situation will have been assessed to be safe to do so and the lookout will always
be readily available if need arises.

Watch Level 3 composition shall be used for:

 Restricted visibility in coastal waters

 Heavy traffic. Master to review and increase to watch level 4 if
helmsman is used for steering duties.
 Ice Navigation
 Distress assistance
 At any time that the Master considers necessary for the safety and
security of the vessel.

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Watch Level 4 composition shall be used for:

 SBE (stand by engine) to the berth;

 Berth to FAOP (beginning of sea passage)
 Any canal or river passages.
 Pilot boarding or disembarkation
 Anchoring or weighing anchor
 Restricted visibility when in confined / congested / pilotage waters
 At any time that the Master considers necessary for the safety and
security of the vessel.
 Special navigation transits – Congested or narrow waters as
determined by a full appraisal of prevailing circumstances and
conditions

Duties:
 Lookout - Must be able to give full attention to the keeping of a
proper lookout and no other duties shall be undertaken or assigned
which could interfere with that task.
 Helmsman - The duties of the lookout and helmsman are separate.
When the vessel is on hand-steering, the helmsman cannot be
considered as a lookout and dedicated lookout must be called to meet
watch levels described above.
 The Master – Has overriding authority and the responsibility to make
decisions about the safety and pollution prevention. It is often
preferable for the OOW to retain control with the Master providing
oversight and guidance.


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 Officers Of the Watch – Responsible for the safe navigation of the
vessel. When the Master is present they are still responsible, unless the
Master states directly “I am conning”. All officers must read and
comply with the Master’s Standing Orders ( and Master’s Night
Orders, during night watches);
A fundamental responsibility of the Officer of the Watch is to ensure
the maintenance of a continuous and alert watch; this is one of the
most important considerations in the avoidance of collisions,
groundings and other casualties. This includes:
- an alert all-round visual and aural (sound) lookout to allow a full
grasp of the current situation, including the presence of ships and
landmarks in the vicinity;
- close observation of the movements and bearing of approaching
vessels;
- identification of ship and shore lights;
- observation of the radar, AIS and echo sounder displays;
- observation of ECDIS and GPS (Highway or XTE) displays;
- observation of changes in the weather, especially the visibility.
- maintain and efficient watch on VHF Channels 16 and 13, and
relevant coastal traffic channels, together with the GMDSS watch.

The Officer of the Watch should make regular checks to ensure that:

- the helmsman or the automatic Pilot is steering the correct course;

- the standard magnetic compass error is established at least once a
watch and also if possible after any major alteration of course;
- the standard magnetic and gyro compasses are compared
frequently and gyro repeaters synchronised;
- the automatic Pilot is tested in the manual position at least once a
watch;
- the navigation and signal lights and other navigational equipment
are functioning properly.

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 Busy port approach in restricted visibility

Visibility of less than 3Nm is considered restricted visibility. During

approach of a busy port in restricted visibility the Bridge Team will be on
Watch level 4. The helmsman will have to engage hand-steering which means a
designated lookout is required.
The OOW will comply with the rules for restricted visibility as prescribed
in COLREG and will consider:
 Safe speed
 Use of the appropriate sound signals
 Exhibiting the proper navigation lights
The Master will provide oversight and guidance, if the OOW will have
any doubts in regards to the actions of another vessel or the safe navigation.
The position, course and speed of the vessel is continuously monitored by
the Bridge Team, with or without the advice of an authorized Pilot.

B. ROLE OF THE BRIDGE TEAM WITH A PILOT ON BOARD

The Pilot is subordinate to the Master who retains full authority, control
and responsibility for his vessel. Pilots are engaged to assist with navigation in
confined waters and to facilitate port approach, berthing and departure. Ideally,
the Master and his team should make themselves aware of the Pilot’s intentions
and be in a position to support him and if necessary query his actions at any
stage of the passage.

This commences with the Master / Pilot Exchange, the Pilot Card along
with the Ship Specific - Tug securing plan and briefing of the Bridge Team.

If possible the Bridge Team officers should be present at Master /Pilot

exchange in order to reduce the need of passing information, therefore reduce
the occurrence of an error.

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 The Bridge Team’s duty will be to support the con with timely and
precise information, and should not hesitate to bring any doubts to the attention
of the Pilot

C. MASTER’S STANDING ORDERS.MASTER’S NIGHT

ORDERS AT ANCHOR AND IN TRAFFIC LADDEN PORT.

The Master's Standing Orders shall include clear instruction and

guidance on the following:
 When to call the Master:
 Collision Avoidance
 Lookout and use of hand steering
 Use of main Engines in emergency and collision
avoidance
 Use of Navigation Equipment
 Any security matters including when to call the master in the
event of suspicious behaviour by other vessels or small craft.
 Any matter related to safety of the vessel the crew or the
cargo.
 Guidance on what the Master expects form his officers to
ensure safe cargo operations while in port.
 Alarm settings to warn the OOW in case of a discrepancy
between the GPS inputs (generally 0.1nm). Applicable where two or
more GPS units are connected to each ECDIS.
 The ECDIS display settings to be used for navigation
(base/standard/other). Company policy is to use the Other display
mode for navigation.
 Alarm Limit settings to be set.

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Master’s Night Orders:

 At sea
- Follow MSO
- Keep CPA 1.0Nm
- Keep sharp lookout
- Follow COLREG-pass port to port
- Carry out safety rounds

 At anchor (in traffic laden port)

- Deck watch to be maintained
- Verify position regularly
- Monitor crossing ships
- Call me if CPA of nearing vessels is less than 3 cables
- Observe weather changes
- Carry out safety rounds
- Monitor VHF 10&16 for VTS call

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 D.E.F.G. PASSAGE PLANNING

The following Passage Plan is for the voyage from Kandla (India) to the
approach to the port of Pipavav, for discharging (India).

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 CONTINGENCY PLANS

Steering Failure

Inform Master and E/R; Engage emergency steering; Exhibit not under
command lights or shapes; Sound the appropriate signal (one prolonged blast
followed by two short blasts); Broadcast warning.

Main Engine Failure

Inform Master; Use rudder for the best navigational advantage; Prepare
for anchoring if in shallow water; Exhibit not under command light or shapes;
Broadcast warning;

Grounding

Stop engine; Sound emergency alarm; Inform Master and engineers;

Close all watertight doors and automatic fire doors; Broadcast warning; Exhibit
lights or shapes of a grounded vessel; Sound tanks and bilges; Check for oil
leakage.

Collision

Sound emergency alarm; Close watertight and automatic fire doors;

Inform E/R; Sound bilges and tanks; Check for fire/damage/missing or injured
crew; Check for oil leakage.

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 G. Parallel indexing

Parallel indexing is a method of assessing the distance at which the ship

will pass a fixed object, on a particular course.

An index line is drawn parallel to the track that touches the edge of the
radar echo of a fixed object, at a range equal to the passing distance.

Parallel indexing can be used in relative motion and sea stabilized true
motion. The radar can be ground stabilized (using the parameters Speed Over
Ground and Course Over Ground, from the GPS) or sea stabilized (using the
parameters Speed Through Water, from the Log and Gyro Heading).

In relative motion the static object will move towards the ship, with a
reciprocal course and speed, following the parallel index line. If any deviation
occurs from the initial track, using this method it will be easily noticeable as the
fixed object will leave the parallel index line.

Parallel Index
Lines Illustrated

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 H. ARPA

I. METHODS OF TARGET ACQUISITION.LIMITATIONS.

Target acquisition can be performed in two modes: AUTO and

MANUAL, and both can be utilized at the same time.
In AUTO, the targets that enter a guard zone will be acquired
automatically. If untracked targets enter the guard zone when the maximum
number of targets (50) is already being tracked, targets with lower levels of
danger will be cancelled and replaced.
In MANUAL, if the maximum number of targets is already acquired,
then new targets cannot be acquired, unless targets are cancelled.
If the modes are used concurrently, important targets should be acquired
manually and the rest automatically.

II. TRUE AND RELATIVE VECTORS.

A target’s predicted position can be represented with TRUE or

RELATIVE VECTORS.

For TRUE vectors, the target’s direction represents the true course and its
vector length is proportional to the speed. By using TRUE vectors, the
movements of the other ships can be easily monitored.

For RELATIVE vectors, the speed and course of the target is represented
in relative relation to the ship (which is done through the sum of the true
vectors).

III. TRIAL MANEUVEURS.

Trial maneuvering is used to simulate the necessary avoidance course and

speed, in case of a collision.

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IV. PRECAUTIONS AND LIMITATIONS.

 A heading marker that is not correctly aligned can give misleading

information in collision situations. Heading marker alignment
should be checked periodically against both the gyro heading and
the fore and aft line of the ship.
 Small vessels, ice and other floating objects may not be detected by
radar
 Echoes can be obscured by sea and rain clutter. Detection can be
improved through the use of the sensitivity and clutter controls.
 Masts, funnels and other structural features may cause shadows or
blind sectors on the radar. This blind sectors should be checked
regularly during watch keeping.

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