Bridge Manning

Sanmar Shipping Limited

Contents

1.Master’s Authority And Responsibility.....................................................................................1

1.1 Master overriding authority..................................................................................................1
1.2 Succession of command........................................................................................................2
2.Bridge Watch Conditions.........................................................................................................2
3.Bridge Watch Level Composition.............................................................................................3
4.Master’s Presence On Bridge...................................................................................................7

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A. Purpose

The purpose of this procedure to make aware master and bridge officers on bridge manning requirements
of company so as to be strictly complied with.

B. References:

 Bridge Watch keeping, published by the Nautical Institute

 ISM code (Element 5, 6, 7, 8)
 TMSA (Element 5)

C. Procedure

1.Master’s Authority And Responsibility

Masters are primarily responsible for the safe and effective navigation of the vessel. They must ensure
that the contents of this manual are understood and that the procedures are followed. Any deviation shall
be reported to the Designated Person Ashore (DPA).
。
1.1 Master overriding authority

The Master has the overriding authority and responsibility to make decisions with respect to safety and
pollution prevention. The Master should not be constrained by a ship owner or a Charterer from taking any
decision which in his professional judgment is necessary for safe navigation, in particular in severe
weather, congested waters or restricted visibility.

1.2 Succession of command

If the Master is incapacitated to carry out his duties for whatever reason, the chief officer shall temporarily
assume command of the ship. He has the full authority to issue any orders or instructions that the Master
would normally issue and will be held accountable to the Master and the Company for any actions taken.

In the unlikely event the Officer of the Watch (OOW) has clear grounds to believe that the Master is under
the influence of alcohol or any other dangerous drug, and is incapable of commanding the vessel, then the
Chief Officer on board shall:

1) Relieve the Master and temporarily take command of the vessel;

2) Immediately notify the DPA and
3) Enter the details of the incident in the Deck Log Book.

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2.Bridge Watch Conditions

Bridge manning requirements vary substantially depending upon location, traffic density and weather
conditions. The Pilot is not considered part of the vessel’s complement. However he is part of bridge team
during pilotage.

1) The Master has a responsibility to set the proper Bridge Watch and to ensure a proper lookout. Master
has to ensure that all officers and crew members are properly trained, familiarised with bridge
equipment’s, well rested.
2) Any change of conning must be logged in the Deck Logbook.
3) When underway, Bridge Watches shall be set at the Master's direction and discretion according to
prevailing circumstances and conditions

Reassessment of bridge manning

Such changes may be necessary due to a variety of reasons and examples are breakdown of a radar/s,
continuous periods of reduced visibility or bad weather, heavy traffic conditions, pirate activity, hostilities
etc. Fatigue levels and workload are other deciding factors

Bridge watch levels

Recommendations for application of different watch levels:

While the Master will always have final authority and responsibility to control the manning level as per the
prevailing circumstances, it is recommended that guidance be taken from the following:

Level 1

Open seas and uncongested coastal routes which are free of navigational hazards, in clear visibility.

Level 2

1) Open seas in reduced visibility.

2) Waterways with increased traffic density.
3) When transiting areas in close proximity of navigational hazards or shallow waters
4) Any other situation where Master requires.
5) High-risk areas where the threat of terrorism or piracy is prevalent.
6) Arrival and Departure ports. (Master will be on the Bridge)
7) During any distress or emergency communication proceedings.

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Level 3

The Bridge level III of manning would require the concerted effort of the bridge team and not normally be
in force for prolonged durations, keeping the fatigue factor in consideration.

Following as minimum can be considered as High density traffic areas where the ME to be on standby:

1) Singapore Straits and One Fathom Bank

2) Sections of the English Channel, especially in the Dover Straits
3) The Bosporus and Dardanelles
4) Baltic Sea areas at Master’s discretion
5) The Magellan Strait

Any other waterways or in any other circumstances at Master’s discretion

3.Bridge Watch Level Composition

Bridge Watch I

This watch has only one Navigation Officer on the Bridge.

Officer on Watch (OOW): normal duties are as outlined in this manual.

Bridge Watch II

This watch requires two Navigation Officers on the Bridge. Though one officer is usually the Master, under
special circumstances the Master may delegate authority to another navigation Officer. By doing so, the
Master does not delegate command.

A. Conning Watch Officer

The Conning Watch Officer is the watch co-coordinator and supervisor and shall ensure that the vessel’s
course and speed are adjusted to ensure safe navigation.

B. Watch Officer

The Watch Officer's primary duties shall be radar operation for both collision avoidance and navigation

Aside from other duties ordered by the Master, the Deck Watch Officer shall:

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1) Acknowledge the Conning Officer's helm and engine orders, making sure they are carried out properly.
2) Operate the engine order telegraph or throttle and watch for proper response. The RPM
indicator shall be checked to ensure correct response to engine orders as well as to ensure radar plot
calculation accuracy with respect to speed over the ground.
3) Be aware of the vessel’s speed to ensure compliance with VTS local regulations, and to ensure
accuracy of rapid radar plotting and ARPA data
4) Plot positions on appropriate charts using radar and other navigational aids ( soundings when
applicable).Any problems maintaining the track must be promptly communicated to the Conning Officer
who shall take corrective action
5) Plot all targets on the radar to determine which pose a risk of collision and report the closest point of
approach (“C.P.A.”), time of C.P.A., and the course, speed and aspect of the targets verbally to the
conning Officer.
6) Properly maintain all Bridge logs and records
7) Handle all communications

Bridge Watch III

This watch requires three Navigation Officers on the Bridge. The senior officer is always the Master. The
Master will take the Conn. This watch is the most critical and demanding and calls for the most rigorous
attention to priorities.
A. Master Conning
The Master is the watch coordinator and supervisor and shall ensure that the vessel’s course and speed are
regulated for safe navigation. The Master must use the two Deck Watch Officers on the Bridge with
maximum effectiveness and minimum confusion. Given the demanding conditions of this Bridge Watch,
watch personnel must operate as a smoothly functioning team. The Master must manage the watch in a
manner which optimizes communication. Deck Watch Officers must be alert and not hesitate to advise each
other and the Master quickly of any significant navigational or traffic developments.
The Master shall assign one Officer for collision avoidance and the other for position monitoring.
B. Collision Avoidance Officer
The first responsibility for this Collision Avoidance Officer is to operate the ship’s radar and monitor the AIS
for collision avoidance purposes. He shall have no responsibilities other than to operate the vessel’s radar
as ordered by the Master.
The second responsibility is to confirm navigational information for position fixing to the Position Monitoring
Officer.
The radar information must be accurate and given to the master in good time.
C. Position Monitoring Officer
The first responsibility for this Position Monitoring Officer is to monitor the vessels track and the following
of the passage plan. He shall regularly update the master on the ship’s progress, Cross Track Error,
distance to alteration of course, etc.
The second responsibility is general communication.

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Bridge watch levels composition matrix

CON POSITION FIXING AND COMMUNICATION AND HELM LOOKOUT

NAVIGATION OTHER DUTIES

BW I Watch Officer AB

BW II Master / Ch Watch Officer AB Lookout

BW III Master Watch Officer Watch Officer AB Lookout

1) BW II, the Chief Officer may substitute for the Master under special circumstances

2) The pilot is not to be considered part of the vessel's complement and shall not assume any of the
Bridge Watch organizational positions other than the Con
Conning is the person giving the orders
Bridge watch level situation matrix

Open Restricted waters with Entering or High navigational

Waters: limited manoeuvring Leaving Port: intensity plus collision
room avoidance

Clear weather, little

or no traffic BWI BW II BW II BW II or III

Clear weather,
higher density
traffic BW II BW II or III BW II or III BW II or III

Restricted visibility,
little or no traffic BW II BW II BW II or III BW II or III

Restricted visibility,
higher density BW II or
traffic BW III BW III BW III
III

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Restricted waters should be specifically recognized in the Passage plan. They include but are not limited to:

1) Port arrival and departure

2) Anchorage’s arrival and departure
3) Ship to ship maneuvering operations (which includes ship to barge operations, picking up stores/supply
etc.)
4) Mooring and tug handling operations
5) Pilot boarding and disembarkation
6) Traffic Separation Scheme
7) High traffic density area, fairway and roadstead transit

4.Master’s Presence On Bridge

The Master is overall responsible for the safe navigation of the vessel and must approve all tracks and
courses to keep the vessel clear of dangers to navigation. If the vessel’s track unavoidably passes in the
vicinity of shoals, outlying rocks or other navigation hazards, the Master must remain on the bridge until
any threat to safe navigation is well past and clear.

The Master must be on the bridge whenever he judges the vessel to be approaching a potentially
dangerous situation and specifically when:

1) Entering and leaving port, docking and undocking

2) Shifting vessel alongside berth or berth-to-berth movements
3) In restricted waters and narrow channels
4) In areas of high traffic density
5) In areas of restricted visibility

The Master shall indicate in the passage plan the sections / legs of the passage where his presence is
required on the bridge. This should also be marked on the appropriate navigating charts.

During prolonged pilotage or similar circumstances, or if master is tired, he may at his discretion, be
relieved by the Chief Officer. The overall objective under such circumstances is to ensure that:

1) Adequate manpower resources are available on the bridge.

2) The team is suitably qualified and experienced to handle the navigational situation.
3) Duties are clearly understood for watch officers and no ambiguity exists
4) The team is not fatigued and well rested

The Master must keep the Officer-on-Watch informed as to where he can be contacted at any time. The
OOW must continue to carry out his duties in the navigation of the vessel and must alert the Master if any
dangerous situation is developing with respect to the position of the vessel or a close quarter situation.

Masters mere presence on the bridge does not relieve the Officer-on-Watch of his duties in the navigation
of the ship and collision avoidance, unless he has been specifically informed that the Master has taken over
con of the vessel.
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Whenever the Master hands over or takes over the navigation of the vessel from the Officer-on-Watch and
vice versa, the action must be clearly stated, acknowledged by both parties and recorded in the Deck Log
Book.

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