The bridge team

All ship's personnel who have bridge navigational watch duties will be part of the bridge team. The master and pilot(s), as necessary, will support the team, which will comprise the OOW, a helmsman and look-out(s) as required.

The OOW is in charge of the bridge and the bridge team for that watch, until relieved.

It is important that the bridge team works together closely, both within a particular watch and across watches, since decisions made on one watch may have an impact on another watch.

The bridge team also has an important role in maintaining communications with the engine room and other operating areas on the ship.

Unit 4

1. Read and translate the text

DUTIES OF THE OFFICER OF THE WATCH (Part 2)

Changing over the Watch

If a manoeuvre or other action to avoid a hazard is taking place at the moment when the officer of the watch is to be relieved, handover should be deferred until the action is completed.

The officer of the watch should not hand over the watch if he has any reason to believe that the relieving officer is suffering from disability (including illness, drink, drugs or fatigue) which would preclude him from carrying out his duties effectively. If in doubt, he should consult the master.

The relieving officer of the watch should ensure that members of his watch are fully capable of performing their duties and in particular that they are adjusted to night vision. He should not take over the watch until his vision is fully adjusted to the prevailing light conditions and he has personally satisfied himself concerning the items in Bridge Check List 8.

After handing over the watch, the officer relieved should carry out rounds on board to check for fire, flooding or any other unusual circumstances (e.g. oil escaping from hydraulic lines).

Periodic Checks of Navigational Equipment

The officer of the watch should make regular checks to ensure that:

(a) the helmsman or the automatic pilot is steering the correct course;

(b) the standard magnetic compass error is established at least once a watch and also if possible after any major alteration of course;

(c) the standard magnetic and gyro compasses are compared frequently and synchronised;

(d) the automatic pilot is tested in the manual position at least once a watch;

(e) the navigation and signal lights and other navigational equipment are functioning properly.

Helmsman/Automatic Pilot

The widespread use of automatic pilots may mean that helmsmen are less experienced than in the past. Provided the equipment is reliable the autopilot may therefore provide the most accurate means of keeping track in congested waters.

Notwithstanding the above, the officer of the watch should bear in mind the need to station the helmsman and change over the steering to manual control in good time to allow any potentially hazardous situation to be dealt with in a safe manner. With a vessel under automatic steering it is highly dangerous to allow a situation to develop where the officer of the watch is without assistance and has to break the continuity of the lookout in order to take emergency action. The changeover from automatic to manual steering and vice versa should be made in good time by the officer of the watch or under his supervision.

The use of a manual override at the conning position, giving the officer of the watch direct access to the steering gear, should be encouraged.

Navigation in Coastal Waters

The charts used should be the most suitable for the planned passage. The officer of the watch should positively identify all relevant navigation marks. Position fixes should be taken at regular intervals, the frequency depending upon factors such as distance from nearest hazard, speed of ship, set experienced etc.

Radar is generally used in coastal waters to supplement visual fixing. When navigational marks are not clearly visible, or in restricted waters where continuous monitoring of the ship’s position is desirable, radar can be used for parallel indexing and can replace visual fixing altogether.

Restricted Visibility

When restricted visibility is encountered or expected, the first responsibility of the officer of the watch is to comply with the 1972 International Regulations for Preventing Collisions at Sea (COLREGS) and the master’s standing orders, particularly with respect to:

(a) informing the master;

(b) posting lookout(s);

(c) exhibiting navigation lights;

(d) operating the radar.

All these actions should be taken in good time before visibility deteriorates.

Calling the Master

The officer of the watch should notify the master immediately under any of the following circum stances:

(a) if visibility deteriorates to the level laid down in the master’s standing instructions;

(b) if the movements of other vessels are causing concern;

(с) if difficulty is experienced in maintaining course due to heavy traffic or to meteorological or sea conditions;

(d) on failure to sight land or a navigation mark or to obtain soundings by the expected time;

(e) if either land or a navigation mark is sighted unexpectedly or if an unexpected reduction of sounded depth occurs;

(f) on the breakdown of the engines, steering gear or any essential navigational equipment;

(g) if in any doubt about the possibility of weather damage;

(h) in any other situation about which he is in doubt.

Despite the requirement to notify the master immediately in the foregoing circumstances, the officer of the watch should not hesitate to take immediate action to ensure the safety of the ship whenever circum stances require.

Navigation with Pilot Embarked

The presence of a pilot does not relieve the master or the officer of the watch of their duties and obligations.

The master should inform the pilot of the ship’s characteristics using a pilot card. An example of a pilot card recommended internationally is reproduced at Annex 1. This card should be completed as directed by the master and handed to the pilot on boarding. The master should request information from the pilot regarding local conditions and his navigational intentions. This information should be in a form to enable the master or officer of the watch to monitor the planned passage.

The officer of the watch should co-operate closely with the pilot to assist him where possible and to maintain an accurate check on the ship’s position and movements, If the officer of the watch becomes unsure of the pilot’s actions or intentions, he should seek clarification and, if still in doubt, should inform the master immediately and take the necessary action before the master arrives on the bridge.

Watchkeeping Personnel

The officer of the watch should give the watchkeeping personnel all appropriate instructions and information necessary for maintaining a safe watch, including a proper lookout.

Search and Rescue

The master of a ship at sea, on receiving a signal that a ship or aircraft or survival craft is in distress, is bound to “proceed with all speed to the assistance of the persons in distress” (SOLAS 1974 Chapter V, Regulation 10), if reasonable and practicable. Guidance for masters who might be called upon to conduct search and rescue operations is contained in Reference 3.

Helicopter Operations

Masters and officers of the watch of vessels likely to be engaged in the transfer of personnel or stores by helicopter should make themselves familiar with the ICS Guide to Helicopter/Ship Operations.

Log Books

A proper record of the movements and activities of the vessel should be kept in the appropriate log during the watch. Instructions for the completion of log books should be strictly observed.

Bridge and Emergency Check Lists

The officer of the watch should be fully conversant with the procedures summarised in Parts B and C of this guide. When time permits, whether the action taken is routine or emergency, the appropriate check list should be consulted in order to ensure that all necessary steps are taken. Vessels fitted with bowthrusters, shaft generators, auxiliary engines, ballast pumps etc. that are controlled from the bridge should have their check lists appropriately supplemented by the procedures to be followed with respect to these controls.

Ship at Anchor

If the master considers it necessary, a continuous anchor watch should be maintained. The officer of the watch should:

(a) ensure that the vessel exhibits the appropriate lights and shapes and that in restricted visibility the appropriate sound signals are made;

(b) ensure that an efficient lookout is maintained;

(c) ensure that the state of readiness of the main engines and other machinery is in accordance with the master’s instructions;

(d) determine and plot the ship’s position on the appropriate chart as soon as practicable, and at sufficiently frequent intervals check this position by taking bearings of fixed navigational marks and/or marks monitored by automatic radar plotting aids or readily identifiable shore objects;

(e) observe weather, tidal and sea conditions;

(f) notify the master if the vessel drags its anchor and undertake all necessary remedial measures;

(g) notify the master if visibility deteriorates;

(h) ensure than an inspection of the vessel is made periodically;

(i) in appropriate circumstances maintain anti-piracy precautions as laid down in the master’s standing orders.

Ship’s Draught and Manoeuvring Information

The master should ensure that the draught of the ship is readily available to the officer of the watch throughout the voyage. The draught should be displayed in the wheelhouse and adjusted as necessary to take account of changes which occur as the voyage progresses. A nominated officer must ensure that changes in draught due to ballasting (particularly at sea) are calculated and properly recorded.

A wheelhouse poster containing general ship’s particulars and, where available, detailed information describing the manoeuvring characteristics of the ship should be permanently placed on the bridge. An example of a wheelhouse poster recommended internationally is reproduced at Annex 2. The operational status of propulsion machinery and navigational equipment should be noted next to or on this poster.

It should be borne in mind that the ship’s manoeuvrability information will not necessarily indicate the performance of the ship at any one time as this performance will vary according to the environmental hull and loading conditions experienced.

Bridge-Located Systems/System Controls — Monitoring and Operation.

The officer of the watch is responsible for monitoring other systems and their controls which are located on the bridge. These will include some or all of the following:

— fire detection;

— watertight integrity;

— machinery condition;

— radiocommunications (particularly the bridge watch M/F radio telephone receiver);

— ballast control;

— cargo humidity;

— reefer condition;

— gas pressure;

— other specialised requirements.

During critical phases enough manpower must be available to operate all system controls which are fitted on the bridge.

2. Answer the following questions

1. When should handover be deferred?

2. When should the officer of the watch not hand over the watch?

3. What should the relieving officer of the watch ensure?

4. What should the officer relieved do after handing over the watch?

5. Why should the officer of the watch make regular checks of the navigational equipment?

3. Comment on the situation what/who is more reliable and suitable for different situations: a helmsman or an automatic pilot?

4. Project activity. Summarize the steps for safe navigation in restricted visibility making a bridge poster.

5. Project activity. Summarize the situations when the master should be called to the bridge making the master’s standing order.

Unit 5

1. Read and translate the text