BRIDGE WATCHKEEPING

DUTIES AND RESPONSIBILITIES OF THE OFFICER IN CHARGE OF A NAVIGATIONAL WATCH

STCW Code states that “The Officer of the Watch (OOW) is the master's representative and is
primarily responsible at all times for the safe navigation of the ship and for complying with the
COLREG.”

OOW’s AIM
• The primary aim of the OOW must be to ensure the ship reaches its destination in a safe and
timely manner. In doing so, the ship should never be put into a situation of uncontrollable risk
PRIMARY DUTIES OF THE OOW
1. Watch keeping.
The watch keeping duties of the OOW include maintaining a lookout and general surveillance of the
ship, collision avoidance in compliance with the COLREG, recording bridge activities and making periodic
checks on the navigational equipment in use. Procedures for handing over the watch and calling for
support on the bridge should be in place and understood by the OOW.
2. Navigation
The navigational duties of the OOW are based upon the need to execute the passage plan safely, and
monitor the progress of the ship against that plan.
A requirement would arise to deviate from the original plan;
• Temporary deviation - return asap,when safe
• Permanent deviation - change in the plan,eg,sighting/report of ice,etc
• – make new safe track,inform Master and brief other OOW’s. Master would amend the plan
later
Monitoring Progress
Good navigation practice requires the OOW to ;
• Know capabilities and limitations of the nav aids
• Monitor their performance
• Use the equipment / aids for safe navigation
• Cross check posn fixes by more than one method
• Use visual nav aids in addition to electronic posn fixing aids
• Does not over rely on automated nav equipment, must use manual / visual means also
• Requirement of catering for difference in position values to datum shifts
• Not to rely on GPS alone while using old charts
3. Radio Communications

With the introduction of the GMDSS, radio communications have now become important elements
in the functions of the OOW, who will be responsible for maintaining a continuous radio watch at sea.
During distress incidents, one of the qualified radio personnel (master and any deck officers) should be
designated to have primary responsibility for radio communications. On passenger ships, that person
can have no other duties during a distress situation.
 • The OOW needs to be conversant with means and best practices of controlling the speed and
direction of the ship, handling characteristics and stopping distances. The OOW should not
hesitate to use helm, engines or sound signaling apparatus at any time.

• The Master's appearance on the bridge does not relieve the OOW of his responsibilities. The
officer on duty is still in charge of the watch until the Master formally takes charge.
It must be made clear immediately who is in charge of the watch. To avoid any confusion, the
officer on duty must assume he is in charge of the watch unless formally relieved by the master
and entered in the logbook the time the Master took over the conn.

THE PRINCIPLES TO BE OBSERVED IN KEEPING A NAVIGATIONAL WATCH (NO PILOT ON BOARD)

Navigational Duties and Responsibilities

• 1. The OOW shall:
• Keep his watch on the bridge;
• In no circumstances leave the bridge until properly relieved;
• Continue to be responsible for the safe navigation of the ship, despite the presence of the
master on the bridge, until the master informs him specifically that he has assumed that
responsibility and this is mutually understood; and
• Notify the master when in doubt as to what action to take in the interest of safety.
• 2. During the watch, the course steered, position, and speed shall be checked at sufficiently
frequent intervals, using any available navigational aids necessary to ensure that the ship
follows the planned course.
• 3. The OOW shall have full knowledge of the location and operation of all safety and
navigational equipment on board the ship and shall be aware and take account of the operating
limitations of such equipment.
• 4.The OOW shall not be assigned or undertake any duties which would

interfere with the safe navigation of the ship.

• 5. OOWs shall make the most effective use of all navigational equipment at
their disposal.
• 6. When using radar, the OOW shall bear in mind the necessity to comply at all times with the
provisions on the use of radar contained in the International Regulations for Preventing Collision
at Sea in force.
• 7. In cases of need, the OOW shall not hesitate to use the helm, engines, and sound signaling
apparatus. However, timely notice of intended variations of engine speed shall be given where
possible or effective use made of UMS (Unmanned Machinery Space) engine controls provided
on the bridge in accordance with the applicable procedures.
• 8. OOWs shall know the handling characteristics of their ship including its stopping distances and
should appreciate that other ships may have different handling characteristics.
• 9. Proper record shall be kept during the watch of the movements and activities relating to the
navigation of the ship.
• 10. It is of special importance that at all times the OOW ensures that a proper look-out is
maintained. In a ship with a separate chartroom, the OOW may visit the chartroom, when
essential, for a short period for the necessary performance of navigational duties, but shall first
ensure that it is safe to do so and that proper look-out is maintained.
• 11. Operational test of shipboard navigational watch equipment shall be carried out at sea as
frequently as practicable and as circumstances permit, in particular before hazardous conditions
affecting navigation are expected. Whenever appropriate, these tests shall be recorded. Such
tests shall also be carried out prior to port arrival and departure.
• 12. The OOW shall make regular checks to ensure that:
a) The person steering the ship or the automatic pilot is steering the correct course;
b) The standard compass error is determined at least once a watch and, when possible, after
any major alteration of course. The standard gyro compasses are frequently compared and
repeaters are synchronized with their master compass;
c) The automatic pilot is tested manually at least once a watch;
d) The navigation and signal lights and other navigational equipment are functioning properly;
e) The radio equipment is functioning properly;
f) The UMS controls, alarms and indicators are functioning properly.
• 13. The OOW shall bear in mind the necessity to comply at all times with the requirements in
force of the International Convention for Safety of Life At Sea (SOLAS), 1974. The OOW shall take
into account:
a) The need to station a person to steer the ship and to put the steering onto manual
control in good time to allow any potentially hazardous situation to be dealt with in a safe
manner; and
b) That with a ship under automatic steering it is highly dangerous to allow a situation to
develop to the point where the OOW is without assistance and has to break the continuity of
the look-out in order to take emergency action.
• 14. The OOW shall be thoroughly familiar with the use of all electronic navigational aids carried,
including their capabilities and limitations, and shall use each of these aids when appropriate
and shall bear in mind that the echo sounder is a valuable navigational aid.
• 15. The OOW shall use the radar whenever restricted visibility is encountered or expected, and
at all times in congested waters, having due regard for its limitations.

• 16. The OOW shall ensure that range scales employed are changed at sufficiently frequent
intervals so that echoes are detected as early as possible. It shall be borne in mind that small or
poor echoes may escape detection.

• 17. Whenever radar is in use, the OOW shall select an appropriate range scale, observes the
display carefully, and shall ensure that plotting or systematic analysis is commenced in ample
time.
 • 18. The OOW shall notify the master immediately:

- Restricted visibility
- Heavy traffic conditions
- Difficulty in maintaining course
- Failure to sight land, marks or to obtain soundings by the expected time;
- If, unexpectedly, a land or a navigation mark is sighted or a change in sounding occurs;
- On breakdown of the engines, propulsion machinery remote control, steering gear or any
essential navigational equipment
- If the radio equipment malfunctions
- In heavy weather; if in any doubt about the possibility of weather damage;
- If the ship meets any hazard to navigation, such as ice or a derelict; and
- In any other emergency or if in any doubt.

• 19. Despite the requirement to notify the master immediately in the foregoing circumstances,
the OOW shall in addition not hesitate to take immediate action for the safety of the ship,
where circumstances so require.

• 20. The OOW shall give watch keeping personnel all appropriate instructions and information
which will ensure the keeping of a safe watch, including a proper look-out.

Handing Over and Taking Over the Navigational Watch

1.The OOW shall not hand over the watch if the relieving officer is not capable of carrying out
the watch keeping duties effectively. (Notify the master)
2. The relieving officer shall ensure that his members are fully capable of performing their
duties.
3.Relieving officers shall satisfy themselves on the safety of the vessel prior to taking over the
watch.
4. Relieving officers shall personally satisfy themselves regarding the:
- standing orders and other special instructions of the master;
- position, course, speed and draught of the ship;
- tides, currents, weather, visibility and the effect of these factors upon course and speed;
- procedures for the use of main engines when on bridge control;
- navigational situation such as errors of compasses, presence of other ships, conditions and
hazards likely to be encountered during his watch, etc.;
5. If a maneuver or other action to avoid any hazard is taking place, the relief of the officer
should be deferred until such action has been completed.

Navigation With Pilot On Board

1.Master/Pilot .The pilot does not relieve the Master or OOW from their duties and obligations
 for the safety of the ship.
2. Exchange of information
3. Master/OOW and Pilot cooperation
4. If in any doubt as to the pilot’s action or intentions, the OOW shall seek clarification from the
pilot and notify the master if doubt still exist.

Protection of the Marine Environment

The master and OOW must be aware of the serious effects of operational or accidental pollution
of the environment (sea and air) and shall take all possible precautions to prevent such pollution,
particularly within the framework of relevant international and port regulations.

Maintaining an Efficient Look-out

1. A proper look-out shall be maintained at all times (Rule 5 of COLREG) and shall serve the
purpose of:
- Maintaining a continuous state of vigilance by sight and hearing as well as by other available
means;
- Fully appraising the situation and the risk of collision and other dangers to navigation; and
- Detecting ships or aircraft in distress, wrecks, debris and other hazards to safe navigation.

2. The look-out must be able to give full attention to the keeping a proper look-out.
3. The duties of the look-out and helmsman are separate. The OOW maybe the sole look-out in
daylight provided that on each such occasion:
a) The situation has been assessed without doubt to safety;
b) Full account has been taken of all relevant factors such as:
– state of weather
– visibility
– traffic density
– proximity of navigation dangers
c) Assistance is immediately available when any change in the situation so requires.
4. To ensure that a proper look-out can continuously be maintained, the Master shall take into
account all relevant factors, as well as:
a) Visibility, state of weather and sea;
b) Traffic density;
c) When navigating in or near traffic separation schemes (TSS) or other routing measures;
d) The additional workload cause by the nature of the ship;
e) The fitness for duty of any crew members;
f) Professional competence of the ship’s officers and crew;
g) OOW’s experience and familiarization of the ship;
h) Activities taking place on board the ship;
i) The operational status of bridge instrumentation and controls;
j) Ship maneuvering characteristics;
 k) The size of the ship and the field of vision available; and
l) The configuration of the bridge from detecting external development;

Periodic checks of navigational equipment

• The OOW should undertake daily tests and checks on bridge equipment, including the
following:
• Manual steering should be tested at least once a watch when the automatic pilot is in use.
• 2. Gyro and magnetic compass errors should be checked once a watch, where possible ,and
after any major alteration of course
• 3. Compass repeaters should be synchronized, including repeaters mounted off the bridge,
such as in the engine control room and at the emergency steering position.
• Checks on electronic equipment should both confirm that the piece of equipment is
functioning properly and that it is successfully communicating to any bridge system to which it is
concerned. To ensure adequate performance, information from electronic equipment should
always be compared and verified against information from different independent sources.

Compliance with SOLAS Chapter V/19

a) Automatic Pilot
• 1. In areas of high traffic density, in conditions of restricted visibility and in all other hazardous
navigational situations where the automatic pilot is used, it shall be possible to establish human
control of the ship's steering immediately.
• 2. In circumstances as above, it shall be possible for the officer of the watch to have available
without delay the services of a qualified helmsman who shall be ready at all times to take over
steering control.
• 3. The changeover from automatic to manual steering and vice versa shall be made by or under
the supervision of a responsible officer.
• 4. The manual steering shall be tested after prolonged use of the automatic pilot, and before
entering areas where navigation demands special caution.
b) Operation of Steering Gear
• In areas where navigation demands special caution, ships shall have more than one steering
gear power unit in operation when such units are capable of simultaneous operation.
• Compliance with SOLAS Chapter V/19, cont.
c) Testing and Drills on Steering Gear
• Within 12 hours before departure, the ship's steering gear shall be checked and tested by the
ship's crew and entered in the logbook. The test procedure shall include, where applicable, the
operation of the following:
 The main steering gear
 The auxiliary steering gear
 The remote steering gear control systems
 The remote steering gear control system power failure alarms
 The steering positions located on the navigation bridge
 The steering gear power unit failure alarms
  The emergency power supply
 The rudder angle indicators in relation to the actual position of the rudder
 Automatic isolating arrangements and other automatic equipment
d) The checks and Tests shall include;
• 1. The full movement (hard rudder) of the rudder according to the
required capabilities of the steering gear;
• 2. A visual inspection of the steering gear and it’s connecting linkage; and hydraulic liquid level.
• 3. The operation of the means of communication between the Navigation Bridge and steering
gear compartment.
• 4. Simple operating instructions with a block diagram showing the changeover procedures for
remote steering gear control systems and steering gear power units shall be permanently
displayed on the Navigation Bridge and in the steering gear compartment
• 5. All ship's officer concerned with the operation or maintenance of steering gear shall be
familiar with the operation of the steering systems fitted on the ship and with the procedures
for changing from one system to another.
• In addition to the routine checks and tests prescribed above, emergency steering drills shall take
place at least once every three months in order to gain proficiency in emergency steering
procedures. These drills shall include direct control from within the steering gear compartment,
the communications procedure with the Navigation Bridge and, where applicable, the operation
of alternative power supplies.
Tests/Checks - Summary
• Operational checks - arrvl / dep checklists
- after long voyages or entering congested waters
Routine tests/checks - manual strg/compass error,synchronise repeaters
Electronic equip checks – self tests/chk with other sources,manual checks for performance
Checking orders – equipment follwing orders to be monitored. Eg, helm,eng telegraphs,rudder,etc
OOW’s Duties/Responsibilites - Summary
• The OOW must have a proper knowledge of navigation, COLREGS and some bridge experience
• The “ How” and “Why” is through application of four principles;
Checking
– Equipment,Errors,Yourself,Others
Monitoring
– The movement of instruments in response to commands
– The navigation of the pilot
– activities of the Master when he is in control of the ship
– The weather and the sea state
– The activities of the crew
Controlling
– Safe navigation
– Collision avoidance
– The threat, by deciding priorities
– The response, by calling for assistance when needed
 Recording
- log books, record books , error books

Navigation in Coastal Waters

• The largest scale charts on board, suitable for the area and corrected with the latest available
information, should be used.
• Fixes should be taken at frequent intervals; whenever circumstances allow, fixing should be
carried out by more than one method to allow verification/counter checking.
• The officer of the watch should positively identify all relevant navigation marks.
• Conduct of the watch in Clear weather
• The OOW should take frequent and accurate compass bearings of approaching ships;
• To enable early detection of risk of collision
• Such risk may sometimes exist even when an appreciable bearing change is evident, particularly
when approaching a very large ship or a tow or when approaching a ship at close range.

• He should also take early and positive action in compliance with the COLREGS and subsequently
check that check such action is having the desired effect.
• In clear weather, whenever possible, the OOW shall carry out radar practice.
• Actions to take in Restricted visibility
• When restricted visibility is encountered or expected, the first responsibility of the officer of the
watch is to comply with the relevant rules of the International Regulations for Preventing
Collisions at Sea, with particular regard to the sounding of fog signals, proceeding at a safe
speed and having the engines ready for immediate maneuvers. In addition, the OOW shall:
a. Inform the master
b. Post a proper look-out and helmsman and, in congested waters, revert to hand
steering immediately;
c. Exhibit appropriate lights;
d. Operate and use the radars.
Briefing of Watch keeping Personnel
• The officer of the watch should give watch keeping personnel all appropriate instructions
and information, he should verify if the watch personnel understand their respective duties and
know how to discharge them.
• It is the responsibility of the OOW to ensure that the seaman assigned watch keeping duties:
• Has been properly instructed in look-out duties as to what is expected of him
• Knows how to report observations
• Is adequately clothed and protected from the weather
• Physically and emotionally prepared for lookout duties.
• Watchkeeping Arrangements
 • Changes in situation affects duties/responsibilities
• Composition of the watch
• More resources need to be made available viz 2nd radar,aldis lamp,whistle air,etc

Situations effecting changes in w/keeping arrgmts;

– Weather conditions, Visibility ( restricted or clear), Daylight or dark hours
– Operational condition of navigational equipment, proximity to navigational hazards
– Availability of automatic steering, Whether radio duties to be performed
– Unusual demands on the watch due special operational circumstances
– Coastal and congested waters navigation, Navigation with pilot on board
– Ship at anchor, Fatigue levels of the watchkeepers

STORM WARNING - ACTIONS

• AT SEA
- Plot position on weather routing chart
- Make entry in log book
- Inform Master
- C/o and E/r to take bad weather precautions
- Prepare engines ready for maneuvering, if reqd
• AT ANCHOR
- Plot position on weather routing chart
- Make entry in log book
- Inform Master
- Inform C/o and keep anchor stations at standby
- Prepare engines ready for maneuvering, if required weigh anchor
- Check anchor position more frequently, also that of nearby ships
- Monitor weather conditions and weather reports.
- Listening watch on VHF for Port weather messages & warnings

ANCHOR WATCH
Masters of ships are reminded to comply with the STCW Code Chapter VIII Sec A-VIII/2. Additionally,
they should also be guided by the IMO circular “Guidance for Masters on Keeping a Safe Anchor
Watch”, the details of which are described below ;
• The master of every ship at anchor, is bound to ensure that watchkeeping arrangements are
adequate for maintaining a safe watch at all times.
• A deck officer shall at all times maintain responsibility for a safe anchor watch.
• Determine the watchkeeping arrangements, to commensurate with maintaining the ships safety
and security and the protection of the marine environment,
The master shall take into account all pertinent circumstances and conditions such as:
• Maintaining a continuous state of vigilance by sight and hearing as well as by all
other available means
• Ship-to-ship and ship-to-shore communication requirements
 • The prevailing weather, sea, ice and current conditions
• The need to continuously monitor the ships position
• The nature, size and characteristics of anchorage
• Traffic conditions
• Situations which might affect the security of the ship
• Loading and discharging operations
• The designation of stand-by crew members

ANCHOR WATCH
• When a NAV watch is required to be maintained whilst at anchor, the OOW shall;
- Plot ship’s position on appropriate chart
- Check position at frequent intervals
- Ensure proper lookout is maintained
- Safety, anti pilferage/piracy rounds taken periodically
- Observe Met, tidal conditions and state of sea
- Notify Master if ship drags anchor
- State of engines/machinery as per Master’s instructions
- Appropriate lights, shapes and sound signals
- Measures to protect the environment from pollution
- VHF listening watch on appropriate channels to be kept
• Handing / Taking over of anchor watch
• Log book Entries

Bridge Team Composition

• Master - The ship owner's representative, overall in command and responsible of the ship and
for the performance of watch keeping officers and also the pilot.
• Officer of the Watch (OOW) - Officer in charge of a bridge navigational watch. The Master's
representative at the bridge and responsible for conning the ship during his watch .
• Extra Officer on the Bridge - Officer assisting the Master and the OOW on the bridge as
required.
• Helmsman - Deck rating assigned to keep a navigational watch and/or to carry out helm orders
from the conning officer.
• Lookout - Deck rating appointed by the Master to observe and report all relevant observations
for safety of navigation.
• Pilot - Usually a local expert hired to assist in the safe navigation of a vessel in port or restricted
areas.
The Basic Principles for Effective Bridge Teamwork Procedures
• Whenever a ship is put at sea, the master and navigating officers have duties both in public and
commercial law to navigate competently at all times. Upon their actions depend the successful
outcome of the voyage, safety at sea and protection of the marine environment. Watch keeping
officers, through their diligence and professionalism, provide a highly valued service to society.
 • Competence in navigation and seamanship is based upon a sound knowledge of principles and
rules, experience at sea and proficiency in carrying out duties diligently. This applies
particularly to Bridge Team Organization, which have to be brought on the bridge.
• Every maritime accident has brought an impact in the shipping world. Accidents happen from
time to time, and often their result leads to the formulation and implementation of new
regulations, requirements or recommendations by various national or international maritime
authorities, organizations and companies. Such are geared towards addressing these particular
incidents by providing attainable solutions, one of that is providing training for the people
concerned.
• Statistics show that about 80% of maritime accidents are caused by human error. In
such case, people on board ships are the central focus and the main contributor to .accidents
that happened. The greatest responsibility in ensuring that a ship reaches its destination safely
and efficiently lies in the hands of every mariner. How accidents can be avoided and prevented
at sea depends on the people on board who can either make them happen or not. In a broad
perspective, the goal of every mariner is centered in the safety of life, property and the
environment.
• Effective bridge team organization should minimize if not eliminate the risk that an error
on the part of one person could result to a dangerous situation The bridge organization should
be properly supported by a clear navigation policy incorporating shipboard operational
procedures, in accordance with the ship's safety management system.
Efficient Bridge Organization
• Eliminate the risk, that an error of one person may result in a disastrous situation .
• Emphasize the necessity to maintain a good visual lookout and to carry out collision avoidance
routines.
• Use all means fixing ship’s position (if one becomes unreliable, others are immediately available)
• Continuous monitoring and detection of deviation from planned track.
• Ensure all instrument errors are known and correctly applied.
• Accept a Pilot as a valuable addition to the bridge team.
• Each member of the team must realize that;
- He has a vital part to play in the safe navigation and safety of the ship.
- All decisions/orders must be carefully checked and their execution monitored
- Junior members must never hesitate to question a decision, if that is in the best
interests of the ship.
Assignment of duties and procedures for the bridge team personnel to work as effective team
• Duties should be clearly assigned, limited to those duties that can be performed
effectively, and clearly prioritized. Team members should be asked to confirm that they
understand the task and duties assigned to them.
• The positive reporting on events while undertaking tasks and duties is one way of
monitoring the performance of bridge team members and detecting any deterioration in watch
keeping performance.
• There is a general obligation under the ISM Code (International Safety Management
Code) and the STCW Convention for ship's personnel new to a particular ship to receive ship
 specific familiarization in safety matters. For those personnel that have a direct involvement in
ship operations such as watch keeping, a reasonable period of time must be allocated for new
personnel to become acquainted with the equipment that they will be using and any associated
ship procedures. This must be covered in written instructions that the company is required to
provide to the master.

Bridge Teamwork - Procedures

• An efficient bridge organization will include procedures that:
1) Eliminate the risk that an error on the part of one person may result in a disastrous situation;
2) Emphasize the necessity to maintain a good visual lookout and to carry out collision avoidance
routines;
3) Encourage the use of all means of establishing the ship's position so that in the case of one
method becoming unreliable others are immediately available;
4) Make use of passage planning and navigational systems which allow continuous monitoring and
detection of deviation from track when in coastal waters;
5) Ensure that all instrument errors are known and correctly applied;
6) Accept a pilot as a valuable addition to a bridge team.

Bridge Team Management

1. Essential feedback to Master from Bridge team,
a. Navigation safety
b. Co-ordinated efforts
c. Procedural compliance
d. Compliance with local rules
e. Any limitations by our own vessel
f. Any limitations imposed by external factors.
7. The ERROR CHAIN mainly comprise of the following,
a. Lack of situational awareness
b. Ambiguity (Positions not matching etc)
c. Distractions (VHF communication, Fatigue, mobile communications etc)
d. Inadequacy and Confusion
e. Communication breakdown (Excessive noise and Non common language)
f. Improper Con or lookout
h. Non Compliance with the Plan
i. Procedural violations ( Non following of traffic routes)
j. Precise instructions of calling the master on Bridge(V.Imp)
k. Monitoring of Vessel track along the planned route
l. Failure to cross check fixes
m. Failure to use echo sounder
n. Failure to identify correctly Navigational aids and lights etc.
ROLE OF COMMUNICATIONS
An accident by its nature is unexpected, but most accident occurs because there is no system in
operation or a mistake of the type all human beings are liable to make.
• Poor communications, both internal and external, are an indication that situational awareness
may be at risk.
• Internal communications may be confused by physical causes such as noise, etc., or be caused
by lack of common language or differing procedural methods.
• External communication breakdown may also be caused by non-common language or plain
misunderstanding.
• In any case, efforts must be made to overcome the cause of the communication breakdown;
otherwise, teamwork and mutual knowledge is at risk.

SITUATIONAL AWARENESS
• refers to the capability to maintain a constant vigil over important information, understand the
relationship among the various pieces of information monitored,and project this understanding
into the near future to make critical decisions.
• In many ways the term “Situational Awareness” is, in reality, a form of mental bookkeeping.
• Crew members must constantly maintain SA to ensure safe operations
• SA is essential to make informed decisions,act in timely manner and ultimately ensure
operational safety
Situational awareness comprises of;
Systems awareness:
• Handling of system changes,including;
- Monitoring and reporting changes in systems’ states
- Acknowledging entries and changes to systems
Environment awareness:
• Handling of environment changes, including;
- Collection of info about environment (position, weather, traffic)
- Sharing information about the environment with others
Training:
- Information obtained is correctly interpreted and analysed taking into consideration the
circumstances and conditions
- Decisions to make changes and adjustments are carried out in a timely manner

• Situational awareness develops from moment to moment - it is critical to safe navigation

• Juggling between watchkeeping and admin jobs would distract and also increase the workload
• Fatigue and lesser mental workload during late evenings can induce lethargy and be dangerous.
SA may significantly be reduced
• Failure to maintain SA can lead to inadequate decision making and ultimately operator
performance errors
• Degraded human endurance, loss of SA and accidents are interlinked
 • Incidents attributed to human error, SA plays a significant role upto 78%
• Critical decision making errors contributed to 68% of cases relating to performance failures
• In most cases, SA was not lost due fatigue or low endurance but by factors like causing
distraction
• AIS,ECDIS, etc help OOW track objects & predict their actions
• ECDIS is capable of an overall view of all navigational sensors and that can supplement
navigating officer's situational awareness.
• It is like having an additional navigational watch at all times, monitoring the safety of navigation
constantly but particularly against the risk of grounding and collision
• Advances in weather monitoring / forecasting have also enhanced safety, balancing between
minimizing transit time , without placing vessel at risk of weather damage or crew injuries
• These technological advancements have reduced risks associated with navigation, leading to
improvements in safety.

SHIP FAMILIARISATION
• There is a general obligation under the ISM Code (International Safety Management Code) and
the STCW Convention for ship's personnel new to a particular ship to receive ship specific
familiarization in safety matters.
• For personnel involved in watch keeping, a reasonable period of time must be allocated to
become acquainted with the equipment that they will be using and any associated ship
procedures.
• This must be covered in written instructions that the company is required to provide to the
master.

WORK AND REST HOURS

• In order to prevent fatigue, the STCW Code stipulates that bridge team members must take
mandatory rest periods.
- Rest periods of at least 10 hours in any 24 hour period .If taken in two separate periods, one of
those periods must be at least 6 hours.
- However, the minimum period of 10 hours may be reduced to not less than 6 consecutive hours
provided such reduction does not extend beyond two days, and not less than 77 hours
during each seven day period.

DRUG & ALCOHOL POLICY

• The STCW Code also advises governments to prescribe a maximum blood alcohol level of 0.08%
for the ship's personnel during watch keeping and to prohibit alcohol consumption within 4
hours prior to commencing a watch.

Bridge Resource Management

Knowledge and Principle of BRM
• Bridge Team or Resource management called BRM in the industry is a process to use all of your
available resource during critical operations.
 • Boiled down its a class all Officers must take in both teamwork and processing the large
amounts of Data( Lookout reports, Radar, Radio communications, GPS Charting, weather
information etc.) that pours into the bridge.
Why Bridge Team/ Resource management needed?
• It is said and known that it is easy to perfect individual equipment or perfect individual character
but difficult for an individual to have a complete overview and complete influence on entire
operation.

Additionally BRM is required due to:

a. Discontinuity in management. Ships are bought/Sold.
b. Various type of Equipments to handle.
c. Various training method in different companies.
d. Multinational Crew.
e. Individual Crew Characteristics.
f. 80,000 Ships trading annually with common objective.
g. Work relationship is absent and assumptions are made without verification.

Aim of Bridge Resource Management

• To reach destination safely and effectively with a well planned Navigation system.
• Co-ordination among the entire Bridge team whose conduct is always under a positive control.
• To Summarize: Bridge team resource management is thus implementation of way of working so
that sound principles reinforced by effective organizations are applied which is essential for
good standards.
How Bridge Resource management works?
• Best possible use of Resources of both Men and Material must be made.
• A Balance maintained between ;
a. Bridge automation, using sophisticated electronic instruments.
b. Individual Bridge duties.
• BRM also consist of a “GRIP”
“G”- Goal, “R”- Role , “I”- Interpersonal relationship, “P’- Plan and Procedures.

WHAT IS A WATCH TEAM?

The Watch team can also be understood as follows,
“W” – What is the Situation, “A” - Action (YES OR NO !!), “T” - Timing
“C” - Communicate/ Confirmed / Conclude, “H” - Help

“T” - Trained (At times to be re-trained), “E” - Enthusiastic, “A” – Adaptable, “M” – Manage.
How Bridge Resource management performs ?
 Situational awareness i.e. to anticipate what is coming next
 Voyage Plan and Brief i.e. to obtain relevant information early
 Master / Pilot exchange
 Record Keep / Logs
 Effective communication
 Stress management
 Decision making
 Rest periods
 Managing fatigue
 Alertness and endurance
 Risk Assessment / Analysis
 Human factors
a. Build a shared mental mode of situation
b. Decisions to be realistic and sensitive to constraints
c. Share the workload
d. Monitor progress by cross checking each other.
 To use cautious safe strategies and keep options open as long as possible.

Specific personal behavioral Objectives

Role of Master in Bridge Resource Management
1. Lead a pre-departure/Arrival briefing which includes:
a. Presentation of the route plan
b. Interaction with the Bridge team
c. Setting of Stipulated requirements
d. Identification of possible weak links of the route
e. Establishing standards and guidelines to be met during the passage
f. Setting the environment for an effective team orientated operations.
2. Brief the Pilot on the ship’s characteristics and equipment using the pilot card and as per the
Master/Pilot exchange form.
3. Ask the pilot to present his route plan and give information on local conditions.
INDIVIDUAL’S ROLE
• Individual role can only be achieved by each member of the bridge team realizing that he has a
vital part to play in the safe navigation of the ship and that safety depends upon all personnel
playing their part to the utmost of their ability
• Each team member must appreciate that the safety of the ship should never depend upon the
decision of one person only. All decisions and orders must be carefully checked and their
execution monitored.