Ics bridge procedures guide 5th edition pdf free download

Subsequently, the Master should separately check the plan. The Master should only approve the passage plan and associated route after any necessary amendments have been made. The passage plan should then be briefed to the other members of the Bridge Team.

Checking and subsequent approval of the passage plan should include assessment of measures to mitigate or avoid hazards, using appropriate up to date navigational charts and nautical publications, together with any other relevant safety information.

Irrespective of these developments, the fundamental principles of navigation remain unchanged, and the Bridge Team should be aware of the dangers of over reliance on particular equipment. The introduction of new technology or equipment has sometimes been followed by unanticipated software anomalies that have resulted in suboptimal performance. Masters and Bridge Teams should be aware of the possibility of such anomalies, how to identify them, mitigating procedures and where to seek further advice.

Appropriate and structured familiarisation with navigational equipment, which is properly documented and recorded, is essential.

The Master, the Bridge Team and the Pilot, when embarked, should work together and co-operate to ensure the safe navigation of the ship. Pilotage should be conducted within the established safe limits identified within the passage plan. It may also establish a need to amend the existing berth to berth passage plan. The presence of a Pilot does not relieve the Master or the Bridge Team from their duties and responsibilities for the safety of the ship.

The information which supports an effective bridge organisation should be included in the ship's Safety Management System SMS. Clear guidance on the conduct of sole look-out should be included in the SMS see Section 3.

This will include liaison between different navigational watches, the engine room and, as appropriate, other departments. All personnel who have bridge navigational watch or advisory duties will be part of the Bridge Team. The Master, other members of the Bridge Team and the Pilot, when embarked, should work together and co-operate to ensure the safe navigation of the ship.

This should be clearly stated in the SMS. The Master should not be constrained by the Company or charterer from taking any decision which is necessary for the safety of navigation. When the Master is on the bridge, careful consideration should be given to the circumstances in which it may be appropriate to take control from the OOW. There will often be benefit in the OOW retaining control with the Master providing oversight and guidance.

A Bridge Team which has a plan and is well briefed will work effectively and be able to develop and maintain good situational awareness. The Bridge Team should then be able to anticipate dangerous situations and recognise the development of a sequence of errors. This will enable it to take action to break a chain of errors and avert an emergency see Section 3. In order to ensure that chains of errors are identified and addressed as soon as possible, an appropriate approach to raising safety concerns or doubt without any fear of reprisal or ridicule is needed.

A 'just culture'1 is an example of this type of approach. Under no circumstances should this approach be considered as undermining the authority delegated to the OOW by the Master. This can also assist the development of junior officers by encouraging them to discuss their actions openly. The Bridge Team will co-ordinate the activities of the whole ship on behalf of the Master. This will be aided by good internal communications and a well briefed plan.

This is particularly important during emergency situations when an effective response will depend on good communication and co-ordinated actions by all personnel. Duties and responsibilities should be clearly assigned by the OOW who should ensure that all members of the Bridge Team understand the duties assigned to them.

The following diagram illustrates an example of a Bridge Team. Bridge Team and accountable to the Master for the safe navigation of the ship. Advises the OOW of any steering concerns. Guidance on effective pilotage and associated roles and responsibilities within the Bridge Team is set out in Chapter 5. Encouraging proactive reporting of events and actions allows the OOW to monitor the Bridge Team and detect potential deterioration in watchkeeping performance. Maintaining Bridge Team performance will be aided by a bridge environment which is free from distractions.

The Bridge should be free from distractions and all non-essential activity should be avoided. The familiarisation procedures should be covered in the SMS and in written instructions that the Company provides to the Master for whenever a new member of the Bridge Team is assigned to the ship. A reasonable period of time should be allocated for familiarisation and a designated officer should be responsible for providing familiarisation.

Familiarisation should cover all bridge equipment and procedures appropriate to the duties and responsibilities of individual members of the Bridge Team. Particularly with computer-based systems, there can be significant differences between the equipment installed on different ships, even within the same fleet. Noting that some equipment or systems, such as ECDIS, are particularly complex it is recognised that for any one systemsomefamiliarisation may take place on shore before joining a ship.

IHowever, for all systems some familiarisation withthe equipment as installed on board a particular ship will always be required. Self-teaching manuals, videos or computer-based training CBT programmes are examples of methods that could be used on board ship to support familiarisation.

These methods should complement rather than replace one to one familiarisation with equipment and procedures. It is recommended that evidence of permitted exceptions is kept on board. The STCW Code also requires companies to maintain a schedule of working arrangements, indicating normal hours of work for different grades of seafarer, which should be posted on board ship in a readily accessible place. Due to the complexity of complying with the regulations and maintaining accurate records and work schedules, the use of a computer-based recording system for rest hours is recommended.

For the purpose of preventing alcohol abuse, flag States apply a limit of not greater than 0. However, some Administrations may apply more stringent limits.

The Company should have a drug and alcohol policy. Bridge Team members should comply with this policy at all times. It is recommended that Company policy is enforced by the Master amongst visitors to the ship including but not limited to Pilots, contractors and officials. If there is any concern that the Company's drug and alcohol policy is not being adhered to, the Master or Chief Officer if appropriate should take immediate action to ensure the safety of the ship is not compromised.

Communications, including with ratings, should be in English or in a defined language that is common to all Bridge Team members. Communications within the Bridge Team need to be clearly understood by every member. Therefore, if English is not the working language of the ship, the Company or Master should establish and record an alternative working language in the ship's log book.

Further details are available at www. The Pilot should always be expected to explain instructions exchanged with other ships, pilot boats, tugs and Vessel Traffic Services VTS to the Master and Bridge Team in English or a defined working language common to all personnel involved. The SMS should identify clear levels of authority and lines of communication between the Master, ship's officers, crew and the Company. The Company should have a clear procedure to forward relevant information to Masters and crews.

This should include practising the ship specific procedures for recovery of persons from the water. Procedures should be in place to support effective responses to emergencies see Section 3. All drills and exercises undertaken on board the ship should be recorded in accordance with Company procedures. Mandatory emergency drills should be recorded as required by the flag State. The four stages to achieve a safe passage plan are: Appraisal Planning Collecting and assessing all relevant Developing and approving a passage information required for the plan based on the outcome of the intended passage.

Navigating the ship in accordance with the passage plan. This responsibility is irrespective of who carries out the task of preparing the passage plan. The Master should check and approve the passage plan before departure. In this Guide the term passage planning means the same as voyage planning. These orders should be drafted to support the SMS. Company and Masters' Standing Orders should be read by all Bridge Team members upon joining the ship, signed and dated. A copy of the orders should be available on the bridge for reference.

At least at daily intervals, the Master should write in the bridge order book what is expected of the OOW for that period. These orders should be signed by each OOW when taking over a watch, to confirm that they have read, understood and will comply with the orders. The OOW should brief other members of the Bridge Team, as appropriate, on any particular activities or requirements for the forthcoming watch. Notwithstanding occasions when use of mobile phones or personal electronic devices may be permitted, the Company policy should minimise the distraction resulting from such devices by, in general, limiting their use to operationally necessary circumstances.

Access to internet and email use by bridge watchkeepers should generally be limited to those circumstances where it is necessary for the safe navigation of the ship, in order to minimise distraction that might be caused to the Bridge Team. The actions of the Bridge Team in the event of distress, damage, fire, pollution, personnel accidents, security and cargo emergencies should be included.

If the Company provides a standard passage plan for a particular voyage this should be reviewed on board before departure. However, it might be impractical to include all details, particularly some of those relating to arrival. A comprehensive plan should be finalised as soon as practicable. Once finalised and at an appropriate time, the Bridge Team should be briefed on the completed plan. This should include consultation with the Chief Engineer to ensure that sufficient appropriate fuel, water and lubricants are available, particularly taking into account environmental protection requirements.

A passage plan appraisal checklist is included in this Guide as Checklist B9. Any additional charts and publications needed for the intended passage should be identified and obtained before departure. The following factors should be taken into account when appraising paper and electronic charts during passage planning: Appropriateness of Scale Accuracy of Chart Data For coastal an d p ilotage p lanning and for P a p er c h a rt an d R N C sou rce d a ta d iag ra m s plotting each course alteratio n point, large a llo w th e reliability o f c h a rt d e p th in fo rm a tio n scale charts should be used.

Paper charts show charted objects including hazards with a precision of approximately 0. Port Guides Pro vid e p o rt a p p ro a c h details th a t includ e Notices to Mariners in fo rm a tio n based o n th e ex p erien ce Provide essential co rrectio n s an d a m e n d m e n ts o f seafarers. M a y also be used by Po rt A u th o ritie s and H a rb o u rm a ste rs to p ro vid e sp ecific local safety Lists of Lights in fo rm a tio n to ships. Load Line Charts Maritime Security Charts Provide in fo rm a tio n o n zones a n d seasonal Provid e secu rity a d v ice a n d in fo rm a tio n a b o u t periods fo r c o n sid e ratio n w h e n d e te rm in in g rep o rting sch em es in d e sig n a te d areas.

This should cover the entire passage from berth to berth, including pilotage areas. Planning for any one section of a route should be undertaken using either all electronic or all paper charts rather than a mixture of chart types.

Landfall targets need to be identified and the expected radar and visual ranges considered. XTD information may not be required for plotting ocean routes on paper charts. In shallow water due allowance should be made for the increased draught and effects on steering caused by ship squat, which increases with increased ship speed.

The pilotage plan contains additional details which reflect the closer proximity to navigational hazards and the need to comply with local requirements. For further detailed guidance on pilotage refer to Chapter 5. Effective use of route planning tools, voyage notes and action points should be part of a comprehensive passage plan. This includes information about draught including any allowance for squat or additional safety margins , turn radius and vessel dimensions. The passage plan should be saved, backed-up and locked to prevent unauthorised editing.

The plan should be available in a format that can be readily understood by the Bridge Team. When the officer planning the passage has completed preparing the berth to berth passage plan to the fullest extent possible, it should be checked and approved by the Master.

Checking of the proposed passage plan should include a careful inspection of navigational charts to ensure that the route is appropriate and safe. For the route scanning function to be effective, ECDIS should be correctly setup with safety depths and contours reflecting under keel clearance UKC requirements. A detailed review of the passage plan route should always be carried out in conjunction with an automated route scan when using ECDIS.

The briefing should address the factors identified in Checklist B9. Prior to sailing, all watchkeeping officers should be appropriately briefed and confirm their understanding of the passage plan. This is necessary as the geodetic datum used by different hydrographic offices, on different types of charts and equipment, may vary see Section 4. Details of weather routeing services for ships and information for shipping are contained in lists of radio signals and in Volume D of the World Meteorological Organization WMO Publication No.

Also see Checklist B Ships' routeing measures can be adopted internationally by IMO. Such measures are recommended for use by, and may be mandatory for, all ships, or certain types of ship, or for ships carrying certain cargoes. Mandatory ship's routeing measures should always be used unless the ship has compelling safety reasons for not following them. IMO routeing schemes will be shown on charts with a note of any pertinent provisions as to their use. Fuller detail may be included in sailing directions.

Routinely, ship reporting systems require information on the position, course, speed, persons on board, cargo and the destination of ships. In certain areas, information on defects affecting ship navigation equipment, propulsion or steering may be requested by coastal authorities. Where a ship reporting system has been adopted by IMO, the Master should comply with the requirements of the reporting system.

Reporting may be required on entry and exit from an area covered by a reporting system or when there has been a material change in the condition of the ship. Masters may expect IMO adopted reporting systems to be able to provide information to assist the ship, if requested. Further details will be found in lists of radio signals. This has reduced the need for reports from vessels in certain areas but Masters should continue to make reports as required by individual reporting systems.

Masters should ensure that the static, passage and dynamic data programmed into AIS equipment is accurate, in order to avoid the transmission of false data to reporting systems and other ships. VTS is established in areas where the volume of traffic and risk to navigation and the environment is high, and in approaches to ports and other areas of confined water. VTS reporting requirements are frequently marked on charts, with further details being provided in sailing directions and in lists of radio signals.

The passage plan should include references to the specific radio frequencies to be monitored by the ship in order to communicate with VTS. Further guidance on executing and monitoring the passage plan by the OOW is contained in Chapter 3.

The presence of the Master on the bridge does not relieve the OOW of responsibility for the watch. A decision by the Master to assume responsibility for the watch should be unambiguously advised to the OOW and other members of the Bridge Team. Compliance ensures that agreed and robust procedures which promote safety and mitigate risks are followed by Bridge Teams to execute and monitor the passage plan.

The watch handover should be deferred until after any action that is imminent, or that starts before the watch has been handed over, has been completed. An OOW should be on watch on the bridge at all times at sea or at anchor.

All members of the Bridge Team including look-outs and any helmsmen should be fit for duty see Sections 1. The OOW should ensure that a proper look-out by sight and hearing, as well as by all other available means, is maintained at all times. No other activity or duties carried out should be allowed to interfere with keeping a proper look-out.

While steering, a helmsman should not be considered to be the look-out, except in small ships with an unobstructed all round view from the steering position. Dsc Digital Selective Calling: a technique using digital codes which enable a radio station to establish contact with, and transfer information to, another station oF group of stations.

ECA Emission Control Area: a sea area in which particular controls exist to minimise air emissions from ships. GNSS Global Navigation Satellite System: a satellite-based system for providing position, navigation and time with global rather than regional coverage. Systems under development include Galileo Europe and Beidou China. Icao International Civil Aviation Organization: United Nations organisation with responsibility for aviation regulation and standards in the aviation industry.

MF Medium Frequency. Notices to Mariners may also be used by port authorities to distribute pertinent local navigation and safety information to ships. This is used on an ENC to obtain more detailed information which may be considered necessary for safe navigation. PSSA Particularly Sensitive Sea Area: an area that needs special protection through action by IMO because of its significance for recognised ecological, socio- economic or scientific attributes where such attributes may be vulnerable to damage by international shipping activities.

SAR Search and Rescue. SES Ship Earth Station: a ship-based station which allows a ship to use satelite communications services. Tss Traffic Separation Scheme.

Safe navigation means that the ship is not exposed to unnecessary danger and that at all times the ship can be controlled within acceptable limits. To achieve safe navigation robust rules and procedures need to be in place.

But for these to be effective they must be complied with and supported by good training and familiarisation, Training in the principles of navigation and in navigational techniques provides the background knowledge.

This an only be implemented effectively through the correct use of equipment and through adherence to established procedures. At all times, safe navigation requires effective command, control, communication and management Bridge Resource Management BRM training is a mandatory requirement under the STCW Convention for officers in charge of the navigational watch operational level.

It follows that virtually all accidents may be attributed to human factors or human error. In the event of navigational incidents, this may encourage accident investigations to focus on the immediate actions of the Bridge Team rather than other contributing human factors Working in isolation, rather than as an effective Bridge Team, creates the potential for a single point failure with the risk of an error going unnoticed or undetected. Mistakes cannot always be avoided.

Good procedures and teamwork can establish measures to detect such mistakes and mitigate their effects. It is necessary to ensure that effective monitoring and cross-checking is carried out to provide sufficient barriers against accidents. When considering the composition of the Bridge Team during different phases of a passage, the experience of individual team members should be carefully considered in order to ensure the availability of appropriate skills and competencies.

The watchkeeping schedule should be developed to provide a sufficient number of qualified and experienced watchkeepers for each phase of the passage.

This should always include a thorough appraisal and planning process that complies with the ship's Safety Management System SMS , as required by the International Safety Management ISM Code, The passage plan, including the intended route, should be checked by the officer responsible for navigation planning.

Subsequently, the Master should separately check the plan. The Master should only approve the passage plan and associated route after any necessary amendments have been made. The passage plan should then be briefed to the other members of the Bridge Team.

Masters and Bridge Teams should be aware of the possibility of such anomalies, how to identify them, mitigating procedures and where to seek further advice. Appropriate and structured familiarisation with navigational equipment, which is properly docunented and recorded, is essential. The Master, the Bridge Team and the Pilot, when embarked, should work together and co-operate to ensure the safe navigation of the ship.

Pilotage should be conducted within the established safe limits identified within the passage plan. It may also establish a need to amend the existing berth to berth passage plan.

The presence of a Pilot does not relieve the Master or the Bridge Team from their duties and responsibilities for the safety of the ship. The information which supports an effective bridge organisation should be included in the ship's Safety Management System SMS. The other purpose of this thesis is to describe what features to include in a good manual, how it can help a company and how to develop such a manual.

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The information which supports an effective bridge organisation should be included in the ship's Safety Management System SMS. Clear guidance on the conduct of sole look-out should be included in the SMS see Section 3.

This will include liaison between different navigational watches, the engine room and, as appropriate, other departments. All personnel who have bridge navigational watch or advisory duties will be part of the Bridge Team.

The Master, other members of the Bridge Team and the Pilot, when embarked, should work together and co-operate to ensure the safe navigation of the ship.

This should be clearly stated in the SMS. The Master should not be constrained by the Company or charterer from taking any decision which is necessary for the safety of navigation.

When the Master is on the bridge, careful consideration should be given to the circumstances in which it may be appropriate to take control from the OOW. There will often be benefit in the OOW retaining control with the Master providing oversight and guidance.

A Bridge Team which has a plan and is well briefed will work effectively and be able to develop and maintain good situational awareness. The Bridge Team should then be able to anticipate dangerous situations and recognise the development of a sequence of errors. This will enable it to take action to break a chain of errors and avert an emergency see Section 3.

In order to ensure that chains of errors are identified and addressed as soon as possible, an appropriate approach to raising safety concerns or doubt without any fear of reprisal or ridicule is needed. A 'just culture'1 is an example of this type of approach. Under no circumstances should this approach be considered as undermining the authority delegated to the OOW by the Master. This can also assist the development of junior officers by encouraging them to discuss their actions openly.

The Bridge Team will co-ordinate the activities of the whole ship on behalf of the Master. This will be aided by good internal communications and a well briefed plan. This is particuiariy important during emergency situations when an effective response will depend on good communication and co-ordinated actions by all personnel. Duties and responsibilities should be clearly assigned by the OOW who should ensure that all members of the Bridge Team understand the duties assigned to them.

The following diagram illustrates an example of a Bridge Team. Bridge Team and accountable to the Master for the safe navigation of the ship. Advises the OOW of any steering concerns. Guidance on effective pilotage and associated roles and responsibilities within the Bridge Team is set out in Chapter 5. Encouraging proactive reporting of events and actions allows the OOW to monitor the Bridge Team and detect potential deterioration in watchkeeping performance. Maintaining Bridge Team performance will be aided by a bridge environment which is free from distractions.

The Bridge should be free from distractions and all non-essential activity should be avoided. The familiarisation procedures should be covered in the SMS and in written instructions that the Company provides to the Master for whenever a new member of the Bridge Team is assigned to the ship.

A reasonable period of time should be allocated for familiarisation and a designated officer should be responsible for providing familiarisation. Familiarisation should cover all bridge equipment and procedures appropriate to the duties and responsibilities of individual members of the Bridge Team. Particularly with computer-based systems, there can be significant differences between the equipment installed on different ships, even within the same fleet.

Noting that some equipment or systems, such as ECDIS, are particularly complex it is recognised that for any one systemsomefamiliarisation may take place on shore before joining a ship. However, for all systems some familiarisation withthe equipment as installed on board a particular ship will always be required. Self-teaching manuals, videos or computer-based training CBT programmes are examples of methods that could be used on board ship to support familiarisation. These methods should complement rather than replace one to one familiarisation with equipment and procedures.

It is recommended that evidence of permitted exceptions is kept on board. The STCW Code also requires companies to maintain a schedule of working arrangements, indicating normal hours of work for different grades of seafarer, which should be posted on board ship in a readily accessible place. Due to the complexity of complying with the regulations and maintaining accurate records and work schedules, the use of a computer-based recording system for rest hours is recommended.

For the purpose of preventing alcohol abuse, flag States apply a limit of not greater than 0. However, some Administrations may apply more stringent limits.

The Company should have a drug and alcohol policy. Bridge Team members should comply with this policy at all times. It is recommended that Company policy is enforced by the Master amongst visitors to the ship including but not limited to Pilots, contractors and officials. If there is any concern that the Company's drug and alcohol policy is not being adhered to, the Master or Chief Officer if appropriate should take immediate action to ensure the safety of the ship is not compromised.

Communications, including with ratings, should be in English or in a defined language that is common to all Bridge Team members. Communications within the Bridge Team need to be clearly understood by every member.

Therefore, if English is not the working language of the ship, the Company or Master should establish and record an alternative working language in the ship's log book. Further details are available at www.

The Pilot should always be expected to explain instructions exchanged with other ships, pilot boats, tugs and Vessel Traffic Services VTS to the Master and Bridge Team in English or a defined working language common to all personnel involved. The SMS should identify clear levels of authority and lines of communication between the Master, ship's officers, crew and the Company.

The Company should have a clear procedure to forward relevant information to Masters and crews. These orders should be drafted to support the SMS. Company and Masters' Standing Orders should be read by all Bridge Team members upon joining the ship, signed and dated.

A copy of the orders should be available on the bridge for reference. At least at daily intervals, the Master should write in the bridge order book what is expected of the OOW for that period. These orders should be signed by each OOW when taking over a watch, to confirm that they have read, understood and will comply with the orders. The OOW should brief other members of the Bridge Team, as appropriate, on any particular activities or requirements for the forthcoming watch. Notwithstanding occasions when use of mobile phones or personal electronic devices may be permitted, the Company policy should minimise the distraction resulting from such devices by, in general, limiting their use to operationally necessary circumstances.

Access to internet and email use by bridge watchkeepers should generally be limited to those circumstances where it is necessary for the safe navigation of the ship, in order to minimise distraction that might be caused to the Bridge Team.

The actions of the Bridge Team in the event of distress, damage, fire, pollution, personnel accidents, security and cargo emergencies should be included. This should include practising the ship specific procedures for recovery of persons from the water. Procedures should be in place to support effective responses to emergencies see Section 3.

All dr Is a'-o e? The four stages to achieve a safe passage plan are: Appraisal Planning Collecting and assessing all relevant Developing and approving a passage information required for the plan based on the outcome of the intended passage. Navigating the ship in accordance with the passage plan. This responsibility is irrespective of who carries out the task of preparing the passage plan.

The Master should check and approve the passage plan before departure. In this Guide the term passage planning means the same as voyage planning. If the Company provides a standard passage plan for a particular voyage this should be reviewed on board before departure. A comprehensive plan should be finalised as soon as practicaP e. Once finalised and at an appropriate time, the Bridge Team should be briefed on the completed plan.

This should include consultation with the Chief Engineer to ensure that sufficient appropriate fuel, water and lubricants are available, particularly taking into account environmental protection requirements. A passage plan appraisal checklist is included in this Guide as Checklist B9. Any additional charts and publications needed for the intended passage should be identified and obtained before departure.

The following factors should be taken into account when appraising paper and e ectronic charts during passage planning: Appropriateness of Scale Accuracy of Chart Data For coastal and pilotage planning and for Paper chart and RNC source data diagram s plotting each course alteration point, large allow the reliability of chart depth inform ation scale charts should be used.

Paper charts show charted objects including hazards with a precision of approximately 0. Port Guides Provide port approach details that include Notices to Mariners inform ation based on the experience Provide essential corrections and am endm ents of seafarers. May also be used by Port Authorities and Harbourm asters to provide specific local safety Lists of Lights inform ation to ships. Provide inform ation on all lights of navigational significance.

Load Line Charts Maritime Security Charts Provide inform ation on zones and seasonal Provide security advice and inform ation about oer'ods for consideration when determ ining reporting schem es in designated areas. Landfall targets need to be identified and the expected radar and visual ranges considered. XTD information may not be required for plotting ocean routes on paper charts. In shallow water due allowance should be made for the increased draught and effects on steering caused by ship squat, which increases with increased ship speed.

The pilotage plan contains additional details which reflect the closer proximity to navigational hazards and the need to comply with local requirements. If this is set incorrectly it may affect tidal data and time dependen: nformanon assoc a:eo. The passage plan should be saved, backed-up and locked to prevent unauthorisec ec : zg. The plan should be available in a format that can be readily understood by the Bridge Team. When the officer planning the passage has completed preparing the berth to berth passage plan to the fullest extent possible, it should be checked and approved by the Master.

Checking of the proposed passage plan should include a careful inspection of navigational charts to ensure that the route is appropriate and safe. For the route scanning function to be effective, ECDIS should be correctly setup with safety depths and contours reflecting under keel clearance UKC requirements.

A detailed review of the passage plan route should always be carried out in conjunction with an automated route scan when using ECDIS. The briefing should address the factors identified in Checklist B9. Prior to sailing, all watchkeeping officers should be appropriately briefed and confirm their understanding of the passage plan. This is necessary as the geodetic datum used by different hydrographic - ;es or. Details of weather routeing services for ships and information for shipping are contained in lists of radio signals and in Volume D of the World Meteorological Organization WMO Publication No.

Also see Checklist B Ships' routeing measures can be adopted internationally by IM O. IMO routeing schemes will be shown on charts with a note of. Fuller detail may be included in sailing directions. Routinely, ship reporting systems require information on the position, course, speed, persons on board, cargo and the destination of ships. In certain areas, information on defects affecting ship navigation equipment, propulsion or steer ng ma.

Where a ship reporting system has been adopted by! MO :he Master should comply with the requirements of the reporting system. Reporting may De required on entry and exit from an area covered by a reporting system or when there has been a material cnange in the condition of the ship.

Masters may expect IMO adopted reporting systems to be able to provide '"formation to assist the ship, if requested. Further cetails will be found in lists of radio signals. This has reduced the need for reports from vessels in certain areas but Masters should continue to make reports as required by individual reporting systems.

Masters should ensure that the static, passage and dynamic data programmed into AIS equipment is accurate, in order to avoid the transmission of false data to reporting systems and other ships. VTS is established in areas where the volume of traffic and risk to navigation and the environment is high, and in approaches to ports and other areas of confined water. VTS reporting requirements are frequently marked on charts, with further details being provided in sailing directions and in lists of radio signals.

The passage plan should include references to the specific radio frequencies to be monitored by the ship in order to communicate with VTS.

Further guidance on executing and monitoring the passage plan by the OOW is contained in Chapter 3. The presence of the Master on the bridge does not relieve the OOW of respors o. Compliance ensures that agreed and robust procedures which promote safety ana mitigate risks are followed by Bridge Teams to execute and monitor the passage plan.

The watch handover should be deferred until after any action that is imminent, or that starts before the watch has been handed over, has been completed.

An OOW should be on watch on the bridge at all times at sea or at anchor. All members of the Bridge Team including look-outs and any helmsmen should be fit for duty see Sections 1.

The OOW should ensure that a proper iook-out oy signt and hearing, as well as by all other available means, is maintained at all times. On ships with fully enclosed bridges, sound reception equipment should be in operation continuously and be correctly adjusted to ensure its effective operation. The SMS, Master's Standing Orders and the on board procedures should address the need to maintain situational awareness, particularly when the characteristics of individua sr p's Dr ages may isolate the Bridge Team from the outside environment.

Shipboard procedures should allow the vision of oncoming watchkeepers to adjust to ambient light conditions before taKing over the watch. Lighting used in the bridge and adjacent areas should be of low intensity and coloured red.

Light from bridge equipment can impair night vision and should be controlled by using appropriate display settings.

The use of blackout curtains will help to control light levels when it is not otherwise possible to exclude it. The use of deck lighting during the hours of darkness should be carefully considered to avoid adversely affecting night vision, even if such lighting only affects a restricted sector of the horizon.