Bridge Operations and Safety of Navigation 12 JUNE 2015

BRIDGE OPERATIONS MANUAL
& SAFETY OF NAVIGATION
1
© 2015 | COLUMBIA Shipmanagement | Safety of Navigation |
CONTENTS
1- Bridge Operations Manual List of contents

2- Policies & Master’s Authority
3- Bridge Checklists
4- COLREG Rule 5
5- COLREG Rule 6
6- Bridge Team Management
7- Pilot & Pilotage
8- Cases study: Grounding
9- Navigation Incidents
10- Distress Message
11- Recording Events
12- Passage Plan; UKC and Overhead Clearance
13- COLREG Rule 9
2
14- Anchoring
15- TSS
16- COLREG Rule 13
17- COLREG Rule 15
18- COLREG Rule 19
19- Weather Routing
20- Tidal Stream
21- IALA Buoyage
22- Navigation in Ice
23- Charts and Publications and Admiralty Digital Products
24- ECDIS
25- Bridge Equipment
26- International Code of Signals
3
BRIDGE OPERATIONS MANUAL
LIST OF CONTENTS
Section A INTRODUCTION
1 Purpose and Scope of the Manual
2 Navigation Policy and Legislation
3 Bridge Team Organizational Structure and Responsibilities
Section B PROCEDURES
1 Bridge Team Management
2 Passage Planning
3 Navigation under different Conditions
4 Charts and Publications
5 ECDIS
6 Bridge Equipment
7 Navigation Assessments
SECTION C APPENDICES
4
Policies & Master’s authority
The Bridge Operations Manual describes the Company policies, procedures and
guidelines for the safe navigation and bridge operations of the ships managed by
Columbia Shipmanagement.
The Master has overall responsibility for the safe navigation of the vessel.
Under no circumstances commercial pressure can justify the taking of an

unnecessary risk.
Where immediate assistance is required it should be obtained, where possible, by

agreement to Lloyd's Standard Form of Salvage Agreement (LOF).
© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 5

Master’s Responsibilities
All Masters employed on vessels under full management have the overall
command of their vessel, being responsible for its safe operation and optimal
performance. They are accountable to the Company, the ship Owner, the
Charterers and the National and International Authorities in this respect.
The Masters have the overall responsibility for implementing, maintaining and
improving the Company’s Management System.
Master’s Overriding Authority
It is acknowledged by all shore-based personnel that in matters of safety and pollution

prevention, the Master has the overriding authority and responsibility to take
whatever action he considers to be in the best interest of the passengers and the
crew, the cargo, the ship and the environment.

Bridge CHECKLISTS
7
Use laminated papers;
Erase ticks after use;
Do not add any signature or date in the bottom of the page.
8
Every Company vessel shall at all times proceed at a safe
speed so that proper and effective action can be taken to
avoid collision and that the ship can be stopped within a
distance appropriate to the prevailing circumstances and
conditions.

BRIDGE TEAM MANAGEMENT
Non-essential personnel should be prohibited from the Navigation Bridge.

Members of the Bridge Team shall not be distracted from navigational duties.
The Chief Officer shall temporarily assume command of the ship if the Master
is not capable to carry out his duties for whatever reason.
The Master is responsible for providing the Chief Engineer with adequate notice
of manoeuvring.
The engines must remain at the disposal of the bridge team at all times.

 The Master has to issue his own Standing Orders.
 The Master shall daily write in the Bridge Order Book.
 The officer of watch is the Master's representative.
 The officer of watch should not hand over the watch if there is any reason
to believe that the relieving officer is unfit to carry out his duties effectively.
 The times when the lookout is posted should be recorded in the Deck Log
Book.
 The officer of watch may, at the discretion of the Master, be the sole
lookout in daylight provided that checklist Establishing Sole Lookout is
completed

• In pilotage waters or emergency situations, when the helm is ordered ‘hard
over’, the helm is to be put over until it reaches the rudder stop.
• The 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.

The officer in charge of the navigational watch shall also take early and
positive action in compliance with the applicable COLREG and check
that such action is having the desired effect.
COLREG Rule 8
Action to avoid collision

The Second Officer is the Navigation Officer
• Prepare the Passage Plan from berth to berth;
• Correct and keep up to date all paper and/or electronic charts and publications ;
• Keep chart supplier (DPM) updated monthly on ships itinerary and agent
details;
• Monitor and apply corrections in ChartCo;
• Maintain the navigation files of navigation warnings, T&Ps, Navtex, corrections
of admiralty publications and sailing directions…
• Monitor weather reports and inform Master.
• Monitor the operation of all navigational equipment and inform Master.
• Second officer is the designated person for emergency communication and is
responsible to maintain the GMDSS Log book.

LANGUAGE
English is the Company’s working language and this fact shall be recorded in
the Deck Log Book. Unless all persons directly involved in the Bridge Team
speak another common language, English must be used as the working
language on the bridge.
When a Pilot is onboard, he becomes part of the Bridge Team, and therefore all
communications shall be in English.

Bridge Watch Conditions

The engine room must not be operated unmanned under the following
conditions:
• Approaching, or in, coastal or congested waters;

• Approaching, or in, restricted visibility;
• If at anchor and dragging of anchor is observed;
• If the Officer of Watch has reason to believe that navigational conditions and
traffic may require a change of status of the propulsion equipment or
significant changes of speed may be required;
• A fire alarm zone has been deactivated;
• Not all machinery space watertight doors are closed;
• There is a malfunction of a UMS control, alarm, or indicators.

PILOT & PILOTAGE
Ship-to-Shore: Master / Pilot Exchange

Shore-To-Ship: Pilot/ Master Exchange
Pilot Card

A number of pilots have died as a result of accidents while
boarding/disembarking from ships, and many more have been seriously
injured.

Navigation with Pilot on board
Many incidents occur during port manoeuvring, and such incidents are often
the result of a lack of organization, insufficient emphasis on the task, incorrect
assignment of responsibilities and undue pressure applied on the ship’s
command from external sources.

The Master should not rely solely on the Pilot’s competence.
Grounding in Bangkok Channel

The vessel was abeam buoy No.12 on the starboard side with a cross
track error of 150 metres to port of the planned track the Pilot ordered
to steer 198. Pilot ordered a course to steer of 200 and then hard
starboard rudder and half ahead. Shortly afterwards the vessel ran
aground.

Grounding in the Mississippi River
A fully laden tanker proceeded inbound to ‘White Castle’ anchorage. At
02:28 whilst the vessel was in ‘Alhambra Crossing’ the Pilot ordered a course
alteration to port to take the vessel directly to the anchorage area, which
was not in accordance with the agreed passage plan. Consequently the
vessel ran aground.

Lessons to be Learnt
• The Pilot’s actions shall always be closely monitored;
• The Master shall ensure that the actions of the Pilot are challenged and
controlled to ensure correct execution of the agreed passage plan;
• The presence of a Pilot onboard does not relieve the Master, nor
officers in charge of a navigational watch from their responsibility for
the safe navigation of the ship at all times;
• Maintain situational awareness to avoid human error.

Causes of Groundings
•Failure to preplan track
•Failure to monitor progress along track
•Failure to take immediate action to regain track once deviated
•Failure to cross-check fixes by another means
•Failure to utilize visual fixing when available
•Failure to monitor echo sounder
•Failure to correctly identify navigation lights
•Failure to ensure that important navigation events are checked by another
officer
•Responsibilities of the OOW not made clear

Navigation Incidents

Navigation Incidents
Human Error
•…”the overwhelming majority of marine accidents are directly attributable
to human factors: an officer on board a vessel, or a manager in a head office,
may not have insisted on safe operating procedures; a fatigued captain may
have ignored warning signals and objective data…..in short, the potential for
human error is unlimited.”
•..”human error is responsible for 96% of collisions and perhaps an equal

number of groundings…”
•“In the vast majority of accidents – at least eighty percent – there is no
apparent failure of any critical control mechanism nor is there any
overwhelming environmental force involved. The critical factors in the failures
are mostly human factors.”

“In almost every facet of accident investigation, there are individual human
errors that influence accident causation. They include errors in:
- Perception
–Judgment and decision making
–Breakdowns in communication and coordination
–Distractions and diverted attention
–Inadequate training, skills and experience
–Inadequate supervision at the primary and higher management levels
–Physical impairment, fatigue and other environmental stressors.”
“Investigation and analysis of collisions and groundings have shown that

proper Watchkeeping and Bridge Resource Management (BRM) techniques
could have prevented most incidents. “

Human Factors Accident Scenario

Competent Error
•Competent, well-trained and well-motivated officers not convinced of the
importance of proper bridge management and teamwork.
•Primary objective of training programs must be directed at changing attitudes,
i.e. convincing officers of the necessity for proper bridge management as
opposed to training of skills
Avoiding Weaknesses in bridge organization and failure to keep a proper

lookout:
–Set double watches in appropriate circumstances
–Ensure sufficient personnel are available in special circumstances
–Precise instructions for calling the master
–Posting lookouts
–Manning the wheel
–Established procedure for changing from auto to manual steering
–Precise instructions for reducing speed

ERROR CHAINS
•Series of non-serious incidents culminating in a major incident.

•Culmination of an error chain = disaster.
•Situational awareness:
–Keeping aware of what is going on around your ship.
–Recognizing that an error chain is developing.
–Taking action, based on this awareness, to break the error chain.
Indications of Error Chain Development
•Ambiguity •Communications breakdown

•Distraction •Improper conn or lookout
•Inadequacy •Non-compliance with plan
•Confusion •Procedural violation

Distress Messages
Upon receipt of a distress message, ships that are in position to provide
assistance are bound to proceed with all speed to assist.
During SAR operations, ship-to-ship communication should be by VHF or MF.
Satellite channels should be kept free for communication with rescue co-
ordination centres.

Recording Events
All navigational activities, as well as detailed information on cargo, ballast and
tank cleaning operations and security measures both at sea and in port shall be
accurately recorded in Deck Log Book and Bridge Movement Book as
applicable.

Passage Plan
There are four distinct stages involved in a sea passage,
which are:
• Appraisal;
• Planning;
• Execution;
• Monitoring.
The same stages are applicable when sailing with

ECDIS
Under Keel Clearance (UKC)

RISK ASSESSMENT (UKC)

The passage plan may also need to be changed during the voyage. All
changes shall be properly documented.
The passage plan has to be developed, discussed with all officers of

watch and approved by the Master.

Air Draft
The Overhead Clearance shall comply with the following the Company’s
requirements:
For Power Cables - 5 metres;

For Bridges - 2 metres.

Rule 9
Narrow channels
(a). A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of the channel or fairway which lies on
her starboard side as is safe and practicable.
(b). A vessel of less than 20 metres in length or a sailing vessel shall not impede the passage of a vessel which can safely navigate only within a
narrow channel or fairway.
(c). A vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway.
(d). A vessel shall not cross a narrow channel or fairway if such crossing impedes the passage of a vessel which can safely navigate only within such
channel or fairway. The latter vessel may use the sound signal prescribed in Rule 34(d) if in doubt as to the intention of the crossing vessel.
(i). In a narrow channel or fairway when overtaking can take place only if the vessel to be overtaken has to take action to permit safe passing, the
vessel intending to overtake shall indicate her intention by sounding the appropriate signal prescribed in Rule 34(c)(i). The vessel to be overtaken
shall, if in agreement, sound the appropriate signal prescribed in Rule 34(c)(ii) and take steps to permit safe passing. If in doubt she may sound the
signals prescribed in Rule 34(d).
(ii). This Rule does not relieve the overtaking vessel of her obligation under Rule 13.
(f). A vessel nearing a bend or an area of a narrow channel or fairway where other vessels may be obscured by an intervening obstruction shall
navigate with particular alertness and caution and shall sound the appropriate signal prescribed in Rule 34(e).
(g). Any vessel shall, if the circumstances of the case admit, avoid anchoring in a narrow channel.

Anchoring
Earlier detection of a dragging anchor will reduce the likelihood of an
incident.
If a vessel is anchored in an area exposed to weather, it is necessary to
have a policy as to when to leave.

The Master must indicate in his Standing Orders the restricted visibility range, which
should be not less than 3 miles, and his requirements to be called.

Weather Routing
Where a weather routing service is not provided by the charterers, the Master
must use the services of the Company weather routing service provider, the
Swedish Meteorological and Hydrological Institute (SMHI).
Plan for the worst, hope for the best. The worst may not happen.

Tidal Stream

Navigation in Ice
Golden Rules:
• Know your ice;
• keep moving - even very slowly, but try to keep moving;
• try to work with the ice movement and weaknesses but not against
them;
• excessive speed almost always results in ice damage;
• know your ship's manoeuvring characteristics.

Vessel icing may impair the stability and safety of a ship.
No escort will be provided unless full co-operation with the ice-breaker is obtained.

Anchoring in the presence of ice is not recommended except in an emergency.
Do not underestimate the hardness of ice and its potential for inflicting
damage.

Avoid backing in ice whenever possible. If you must move astern, do so with
extreme caution at dead slow.

Keep the engine(s) on standby at river berths or strong tidal areas where ice is in
motion.
It is most important when manoeuvring in ice to keep moving.
Marine radar provides an important tool for the detection of sea ice and icebergs.
However, do not rely solely on your radar in poor visibility.

Growlers are almost impossible to detect by radar. They pose an immense threat
to ships. Constant visual and radar monitoring must be maintained in any area
where growlers are expected.

Charts and Publications
All ships should carry adequate and up to date official Nautical Charts, Sailing
Directions, Lists of Lights, Notices to Mariners, Tide Tables, Chart Catalogue,
and all other nautical publications necessary for the intended voyage.
 Active Folio
 Sleeping Folio

See loads of useful videos on:
https://www.youtube.com/user/AdmiraltyTV

DON’T WAIT FOR CDs. YOU CAN UPDATE ALL YOUR ADMIRALTY DIGITAL
PRODUCTS BY EMAIL!

ECDIS
Admiralty Information Overlay (AIO) The Admiralty Information Overlay provides
all Admiralty Temporary and Preliminary Notices to Mariners and additional
information from the UKHO ENC validation programme in the form of a single
layer overlay on top of the basic ENC which the Officer of the Watch can show or
hide as necessary.

T&Ps in ECDIS
Admiralty Information Overlay data is available online through Admiralty
e-Navigator Planning Station.

ENC NM
ENC P (EP) NMs contain additional preliminary information that is specific
to ENCs and cannot be published as a standard Admiralty T&P NM.

Because ENC data doesn‟t yet cover the entire globe, some flag states allow
ships to navigate using their ECDIS in the Raster Chart Display System (RCDS)
mode in areas where no ENCs are available, but they must also carry up-to-date
paper charts.

Each Admiralty Information Overlay feature is attached to one, or more, ENCs
and will only display when the attached ENC(s) are displayed. Therefore, when
the display is moved or zoomed Overlay features will appear or disappear with
the ENCs that are displayed.
The number of charts updated is restricted to those charts required for your
current voyage. The option ‘Check which updates are available’ is selected and
the Approximate Download Size taken into consideration before selecting ‘Next’
to confirm your chart selection.

ECDIS SAFETY PARAMETERS
The Safety Contour should NOT be set less than the Safety Depth.
Safety Depth or Limiting Depth must be defined during the UKC
calculation. The Safety Contour set value separates safe and unsafe
navigating water
Shallow Contour= Draft of the vessel
Deep Contour= Twice the draft.
In the case where the Safety Contour setting will result in a
No Go Area due to unavailability of smaller contours in the
ENC, it is important to create Limiting Danger Lines (or No
Go Areas) around the isolated dangers inside the unsafe
waters. ECDIS type-specific procedures shall be referred to.

Two Shades setting is of benefit to the OOW when navigating using the dusk or
night palette as the contrast between safe and unsafe water and ARPA and AIS
targets is improved.

BRIDGE EQUIPMENT
Magnetic Compass
It is not necessary for the magnetic compass to be adjusted if the deviation
remains within reasonable limits, which is up to 5° deviation.
After docking when the ship’s residual magnetism may have changed, and the
magnetic compass should be adjusted.
Radars
Typical radar magnetron lifetimes vary between:
• X-Band – 5,000 to 10,000 operation hours;
• S-Band – 7,000 to 12,000 operation hours.
AIS
When alongside a terminal or port area where hydrocarbon gases may be
present, the AIS should either be switched off or the aerial isolated and the AIS
given a dummy load.
VDR / SVDR
Saving of VDR information should be undertaken as soon as possible after an
accident to best preserve the relevant evidence.

SPEED LOG
At least one ARPA speed source shall be from the speed log.
Echo Sounder
The echo sounder recorder should be switched on prior to each approach to
shallow water, at port entry and departure.
Bridge Navigational Watch Alarm System (BNWAS)

The Master should ensure that the BNWAS is in operation in ‘Manual ON’
mode at all times when the vessel is at sea.
Reset facilities should only be available in positions on the bridge

providing proper lookout.

NAVIGATION ASSESSMENT
83
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BRIDGE OPERATIONS MANUAL

& SAFETY OF NAVIGATION

1- Bridge Operations Manual List of contents

Under no circumstances commercial pressure can justify the taking of an

Where immediate assistance is required it should be obtained, where possible, by

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 5

Master’s Overriding Authority

It is acknowledged by all shore-based personnel that in matters of safety and pollution

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 6

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 10

Non-essential personnel should be prohibited from the Navigation Bridge.

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 11

 The Master shall daily write in the Bridge Order Book.

 The officer of watch is the Master's representative.

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 12

• The lookout must be able to give full attention to the keeping of a

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 13

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 14

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 15

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 16

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 17

• Approaching, or in, coastal or congested waters;

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 18

Ship-to-Shore: Master / Pilot Exchange

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 19

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 20

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 22

Grounding in Bangkok Channel

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 23

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 24

• Maintain situational awareness to avoid human error.

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 25

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 26

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 27

•..”human error is responsible for 96% of collisions and perhaps an equal

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 28

“Investigation and analysis of collisions and groundings have shown that

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 29

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 31

Avoiding Weaknesses in bridge organization and failure to keep a proper

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 32

•Series of non-serious incidents culminating in a major incident.

Indications of Error Chain Development

•Ambiguity •Communications breakdown

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 33

During SAR operations, ship-to-ship communication should be by VHF or MF.

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 34

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 35

The same stages are applicable when sailing with

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 40

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 41

The passage plan has to be developed, discussed with all officers of

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 44

For Power Cables - 5 metres;

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 45

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 47

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 48

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 52

© 2015 | COLUMBIA Shipmanagement | Safety of Navigation | 53