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Home Explore Bulk Operations Manual - 01 Sep 2015

Bulk Operations Manual - 01 Sep 2015

Published by seateam.hsqe, 2016-03-02 03:42:30

Description: Bulk Operations Manual - 01 Sep 2015


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Operations Manual Health Safety Quality& Environmental Management SystemBULK CARRIER OPERATIONS MANUAL ISM Code ISO 9001:2008 ISO 14001:2004 OHSAS 18001:2007 TMSA MLC 2006Controlled Approval: WBFBOM Doc No. COV Page: 1 of 1BULK CARRIER OPERATIONS

Bulk Carrier Operations ManualSection Record of Revisions TitleBOM 000ABOM 000B 01 Sep 2015Part A 01 Sep 2015BDP 001 Bridge & Deck ProceduresBDP 002 1.0 01 Sep 2015BDP 003 2.0 01 Sep 2015BDP 004 3.0 01 Jan 2015BDP 005 4.0 01 Sep 2015BDP 006 5.0 01 Sep 2015BDP 007 6.0 01 Sep 2015BDP 008 7.0 01 Sep 2015BDP 009 8.0 01 Feb 2012BDP 010 9.0 01 Feb 2010BDP 011 10.0 01 Sep 2015BDP 012 11.0 01 Jun 2014BDP 013 12.0 01 Sep 2015BDP 014 13.0 01 Sep 2010BDP 015 14.0 01 Jun 2013BDP 016 15.0 01 Sep 2015BDP 017 16.0 01 Jan 2013Part B 17.0 01 Sep 2010BDC Checklist Bridge & Deck Checklists 001 01 Jan 2015Controlled Revision: 01 Sep 2015BOM Doc No. 000ARECORD OF REVISION Approval: WBF Page: 1 of 2

Bulk Carrier Operations ManualBDC Checklist 002 01 Jan 2013BDC Checklist 003 01 Feb 2010BDC Checklist 004 01 Feb 2010BDC Checklist 005 01 Jan 2015BDC Checklist 006 01 Feb 2010BDC Checklist 007 01 Sep 2010BDC Checklist 008 01 Feb 2010BDC Checklist 009 01 Jan 2015BDC Checklist 010 01 Jan 2013BDC Checklist 011 01 Feb 2010BDC Checklist 012 01 Jan 2015BDC Checklist 013 01 Feb 2010Part C Engine Operational ProceduresEOP 001 1.0 01 Feb 2012EOP 002 2.0 01 Sep 2010EOP 003 3.0 01 Sep 2015EOP 004 4.0 01 Feb 2010EOP 005 5.0 01 Jan 2014EOP 006 6.0 01 Feb 2010EOP 007 7.0 01 Feb 2010EOP 008 8.0 01 Feb 2010EOP 009 9.0 01 Feb 2010EOP 010 10.0 01 Jan 2015Part D Engine Operational ChecklistsEOC Checklist 001 01 Feb 2010EOC Checklist 002 01 Feb 2010EOC Checklist 003 01 Feb 2010EOC Checklist 004 01 Feb 2010EOC Checklist 005 01 Sep 2010Controlled Revision: 01 Sep 2015BOM Doc No. 000ARECORD OF REVISION Approval: WBF Page: 2 of 2

Bulk Carrier Operations ManualSection Table of Contents TitleBOM 000B Table of ContentsPart A Bridge & Deck ProceduresBDP 001 1.0 Crew Resource Management 1.1 Application of Crew Resource Management 1.2 Goals of Crew Resource Management on the Bridge 1.3 Management of Stress and Distractions 1.4 Creating A Team Environment 1.5 Communications 1.6 Standard Protocol for VHF Radio Use 1.7 Standard Orders to the Helm 1.8 Bridge Team / Pilot Exchange 1.9 Operational Checklists 1.10 Emergency Checklists 1.11 Shipboard Bridge Team Training 1.12 Human Error & Situation Awareness 1.13 Complacency 1.14 Distractions on Bridge 1.15 Assisting with Ships in DistressBDP 002 2.0 Bridge WatchBDP 003 2.1 Bridge Watch Conditions 2.2 Steaming Watch Conditions and Bridge Teams Task 2.3 Duties of The Officer of The Watch 2.4 Duties of The Officer of Watch While In Port 2.5 Fire Patrols 2.6 Bridge Orders 3.0 Passage Planning 3.1 Passage Planning 3.2 Preparation 3.3 Planning 3.4 Voyage Planning Standard Format 3.5 Information for Voyage Planning 3.6 Monitoring 3.7 Passage Planning in Pilotage Waters 3.8 Passage Plan Meeting 3.9 Post Voyage Debrief / Voyage ReviewControlled Revision: 01 Sep 2015BOM Doc No. 000BTABLE OF CONTENTS Approval: WBF Page: 1 of 9

BDP 004 Bulk Carrier Operations Manual 4.0 Safe Navigation 4.1 General Requirements 4.1.1 Standing Orders 4.1.2 Closest Point of Approach (CPA) 4.1.3 Master on the Bridge 4.1.4 Delegating Authority 4.1.5 Master’s Order Book 4.1.6 Use of Established Sea Lanes 4.1.7 Officer of the Watch 4.1.8 Helmsmen 4.1.9 Lookouts 4.1.10 Radar Use 4.1.11 Corrections to Charts and Publications 4.1.12 Speed Consideration 4.1.13 Changes of Course or Speed 4.1.14 Beginning and Ending Sea Passages 4.1.15 Manoeuvring Characteristics of the Vessel 4.1.16 Weather Routeing 4.2 Pilotage 4.2.1 Pilot Embarkation and Disembarkation 4.2.2 Pilot Ladders 4.2.3 Master-Pilot Data Exchange 4.2.4 Master, Deck Watch Officer and Pilot Relationship 4.2.5 Pilot’s or Mooring Master’s Compliance with Rules 4.2.6 Judging the Pilot’s or Mooring Master’s Ability 4.2.7 Navigation with Pilot Embarked 4.3 Readiness of Anchors 4.3.1 General Requirements 4.3.2 Anchoring – Generic Guidance 4.3.3 Anchoring – Specific Guidance Small and Medium Size Vessels Large Vessels 4.3.4 Securing of Anchors and Cables while at Anchor 4.3.5 Securing of Anchors and Cables for Sea 4.3.6 Adverse Weather When Underway At AnchorControlled Revision: 01 Sep 2015BOM Doc No. 000BTABLE OF CONTENTS Approval: WBF Page: 2 of 9

Bulk Carrier Operations Manual 4.3.7 Bitter End Hammers 4.3.8 Loss of Anchor / Chain 4.3.9 Emergency Anchoring 4.3.10 Maximum Anchoring Depth 4.4 Procedures for use of Voyage Data Recorders (VDR/SVDR) 4.4.1 Simplified VDRs 4.4.2 Annual Performance Check & Certification 4.4.3 Inspection Onboard 4.4.4 Training 4.4.5 Voyage Data Recorders (VDR) Ownership and Recovery 4.4.6 Playback Equipment for VDR for Investigation Purposes 4.5 Procedures for use of Automated Identification System (AIS) 4.5.1 Use and Limitation of AIS in Navigation 4.5.2 Limitations of AIS 4.5.3 Use of AIS in Collision Avoidance Situations 4.5.4 AIS Maintenance 4.6 Bridge Navigation Watch Alarm System (BNWAS) 4.7 Electronic Chart Display & Information System (ECDIS) 4.7.1 Main components of ECDIS 4.7.2 Approved ECDIS 4.7.3 Guidance on IHO Compatibility Checks for equipment in use 4.7.4 ECDIS Training 4.7.5 ECDIS Limitations 4.7.6 Zooming In / Out Limitations 4.7.7 RADAR Overlay on ECDIS – Benefits and Limitations 4.7.8 Guidance on CATZOC (Category of Zone of Confidence) 4.7.9 ECDIS Integration and Input from Sensors 4.7.10 Risk Assessment for use of ECDIS 4.7.11 ECDIS Operations 4.7.12 ECDIS Safety Functions 4.7.13 ECDIS – Passage Planning 4.7.14 Routine Checks 4.7.15 Anchor Watch PlanningControlled Revision: 01 Sep 2015BOM Doc No. 000BTABLE OF CONTENTS Approval: WBF Page: 3 of 9

Bulk Carrier Operations Manual 4.7.16 Man Overboard 4.7.17 ECDIS Information during Pilotage 4.7.18 Applying Corrections on ECDIS 4.7.19 ECDIS Maintenance 4.7.20 Precautions against Virus 4.7.21 ECDIS FailureBDP 005 5.0 Navigational Equipment 5.1 General BDP 006 5.2 Radar and Automatic Radar Plotting AidsBDP 007 (ARPA) 5.3 Steering Gear and Automatic Pilot 5.4 Gyro and Magnetic Compass 5.5 Chronometers / Clocks 5.6 Echo Sounders 5.7 Speed / Distance Recorders 5.8 Electronic Position Fixing Aids 5.9 General Alarm 5.10 Radios 5.11 Recorders 5.12 RPM Recorder or Bell Logger 5.13 Course Recorder 5.14 Telephones 5.15 Navigation Lights 5.16 Signalling Equipment 5.17 Whistles 6.0 Under Keel and Overhead Clearance 6.1 Instructions for Under Keel Clearance 6.2 Ship's Draught and Manoeuvring Information 6.3 Bow Cushion / Bank Suction Effect 6.4 Smelling the Ground 6.5 Squat 6.5.1 Factors Affecting Under Keel Clearance 6.6 Overhead Clearance 7.0 Ballast Operations 7.1 Ballast Quantity 7.2 Distribution of Ballast 7.3 Recording Ballast Information 7.4 Pollution Preventing Requirements – Ballast 7.5 Marine Infestation – BallastingControlled Revision: 01 Sep 2015BOM Doc No. 000BTABLE OF CONTENTS Approval: WBF Page: 4 of 9

Bulk Carrier Operations Manual 7.6 Standard Precautions 7.7 Navigation Bridge VisibilityBDP 008 8.0 Vessel MooringsBDP 009 8.1 Mooring Equipment MaintenanceBDP 010 8.1.1 Mooring Equipment Power Supplies 8.2 MooringsBDP 011BDP 012 9.0 Deck Log and Bell Book 9.1 Deck Log Book Entries 9.2 Official Log Book 9.3 Bridge Bell Book Entries 9.4 Method of Entries 10.0 Operational Reporting 10.1 General 10.2 Reporting to SeaTeam Management 10.3 Reporting as Required by Law 10.4 Reporting, Report Forms and Records 10.5 Routine Reporting 10.6 Reporting for Vessels Arriving or Departing from USA 10.7 Year End Reporting 10.8 Other Reports 10.9 Monitoring Reports 10.10 AMVER 10.11 Lightering, STS or Bunkering Operations in US waters 10.12 Port State Control Inspections 10.13 Harmonized Vessel Particulars Questionnaire (HPVQ) 11.0 Stay In Port 11.1 General 12.0 Bills of Lading 12.1 General 12.2 Standard Procedures for Signing Bills of Lading 12.3 Blank Bills of Lading 12.4 Bills of Lading or Discharge of CargoControlled Revision: 01 Sep 2015BOM Doc No. 000BTABLE OF CONTENTS Approval: WBF Page: 5 of 9

Bulk Carrier Operations ManualBDP 013 13.0 Charter Parties 13.1 Charter Parties - General BDP 014 13.2 Time Charter 13.3 Deadfreight BDP 015 13.4 Sub Charter / Sub-LettingBDP 016 13.5 Voyage Charter 13.6 Freight Earnings 13.7 Notice of Readiness 13.8 Laytime 13.9 Demurrage 13.10 Cargo Quantity and Dead Freight 13.11 Stay In Port 13.12 Off Hire 13.13 Checking and Signing of Statement of Facts 14.0 Dry Cargo Operations 14.1 Preparation of Ship for Each Voyage 14.2 Preparation of Vessel for Loading 14.2.1 Hold Cleaning Grain preparation Lime-Washing 14.3 Load Port to Discharge Port 14.3.1 During Loading 14.3.2 During Discharging 14.3.3 Damage to Cargo 14.4 Dangerous Cargoes 14.4.1 Fumigation Safety 14.4.2 Oxygen Depleting Cargoes 14.4.3 Direct Reduced iron 14.4.4 Liquefaction of Iron ore fines and Nickel Ore 15.0 Statutory Certificates and Records 15.1 Certificates 15.2 Multiple Load Line Certificates 16.0 Deck & Cargo Gear Maintenance 16.1 General Deck Maintenance 16.2 Cargo Gear Register 16.3 Tank Inspections 16.4 Mooring Equipment 16.4.1 Mooring Winch Brake Tests 16.5 Gas Detection InstrumentsControlled Revision: 01 Sep 2015BOM Doc No. 000BTABLE OF CONTENTS Approval: WBF Page: 6 of 9

Bulk Carrier Operations ManualBDP 017 17.0 Stevedore Damage 17.1 Stevedore Damages to VesselPart B Bridge & Deck ChecklistsBDC Checklist 001 Bridge FamiliarizationBDC Checklist 002 Preparation for SeaBDC Checklist 003 Preparation for Arrival in PortBDC Checklist 004 PilotageBDC Checklist 005 Passage Plan AppraisalBDC Checklist 006 Navigation in Coastal WatersBDC Checklist 007 Navigation in Ocean WatersBDC Checklist 008 Anchoring & Anchor WatchBDC Checklist 009 Navigation in Restricted Visibility Navigation in Heavy Weather or in TropicalBDC Checklist 010 Storm Areas Navigation in IceBDC Checklist 011 Changing Over the WatchBDC Checklist 012 Calling the MasterBDC Checklist 013Part C Engine Operational ProceduresEOP 001 1.0 Engine Room Operational Requirements 1.1 The Engineer of The Watch 1.2 Chief Engineer Officers Standing Instructions 1.3 UMS Operation 1.4 Minimum Manning in Port 1.5 Responsibilities of The Duty Engineers 1.6 Routine Inspections 1.7 UMS ChecklistsEOP 002 2.0 Engine Department Work Planning 2.1 Work Planning and Safety Precautions 2.2 Emergency StopsEOP 003 3.0 Maintenance 3.1 Maintenance - Technical 3.2 Hull and Deck 3.3 Electronic Navigational Aids & Radio Equipment 3.4 PMS Management 3.5 Main Engine Maintenance 3.6 Water Tube Boilers 3.7 Electrical SystemsControlled Revision: 01 Sep 2015BOM Doc No. 000BTABLE OF CONTENTS Approval: WBF Page: 7 of 9

Bulk Carrier Operations Manual 3.8 Planned Maintenance System 3.9 Lubrication Routines 3.10 Lifting Equipment 3.11 Calibrations of InstrumentsEOP 004 4.0 Technical Documentation 4.1 Instruction Books and Yard DrawingsEOP 006 4.2 Maintenance and Repair RecordsEOP 007 4.3 Engine LogEOP 008 5.0 Spare PartsEOP 009 5.1 Regulation of Spares & StoringEOP 010 5.2 Storage of Spare Parts 5.3 Refurbishment of Used Spare Parts 6.0 Readiness of Machinery 6.1 Main Engine Maintenance 6.2 Pre-Arrival & Pre-Departure Tests 6.3 Other Machinery Tests 7.0 Engine Precautions Against Freezing 7.1 Precautions Against Freezing 7.2 Main Engine – Freezing Precautions 7.3 Emergency Diesel Engine – Freezing Precautions 7.4 Pumps – Freezing Precautions 7.5 Bunkers – Freezing Precautions 7.6 Accommodation – Freezing Precautions 8.0 Dry Dock / Repair Periods 8.1 Planning for Repair Specifications 8.2 Surveys 9.0 Fuel and Lube Oil Analysis 9.1 Fuel Oil Analysis 9.2 Lube Oil Analysis 10.0 Bunkering Operations 10.1 Bunkering - General 10.2 Ship Specific Procedures 10.3 Bunkering Safety Checklists 10.3.1 Pre Bunkering Checklist – Form TECH 026 10.3.2 Bunker Loading Transfer Calculation – Form TECH 025Controlled Revision: 01 Sep 2015BOM Doc No. 000BTABLE OF CONTENTS Approval: WBF Page: 8 of 9

Bulk Carrier Operations ManualPart D Engine Operational ChecklistsEOC Checklist 001 Engine Checklist Prior Arrival DepartureEOC Checklist 002 Engine Room Pre-Discharge ChecklistEOC Checklist 003 Engine Operation in Extreme ColdEOC Checklist 004 Engine UMS Checklist Regular Testing of Safety Systems andEOC Checklist 005 Critical EquipmentControlled Revision: 01 Sep 2015BOM Doc No. 000BTABLE OF CONTENTS Approval: WBF Page: 9 of 9

Bridge & Deck Procedures1.0 Crew Resource Management  Purpose o To specify requirements for Crew Resource Management  Application o All Vessels  Responsibility o Master o Navigating o Watch Keepers 1.1 Application of Crew Resource Management Crew Resource Management is the interaction of team members which allows the Team to adapt to and fulfil Team roles that have been identified and assigned. Crew Resource Management is the use of all physical and personnel assets and the creation of an environment to maximise their effectiveness. SeaTeam requires that all company vessels carry the publication by the International Chamber of Shipping, Bridge Procedures Guide. SeaTeam requires that all vessels be navigated in accordance with the Crew Resource Management Principles contained within. Crew Resource Management is a concept that when accepted by the Mariner is the single most important method for eliminating “one person error”. The term Bridge Team Management (BTM) and Crew Resource Management (CRM) may be used interchangeably except that when BTM is used, the emphasis is in navigation. Crew Resource Management uses the same concepts for other operational teams, such as those in the engine room and on the forecastle, who should know and adopt similar principals. Crew Resource Management involves the interaction of team members which allows the Team to adapt to andControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 1 of 11

Bridge & Deck Proceduresfulfill Team roles that have been identified and assigned. CRM principalsapply to all crew and should be utilized to prevent accidents. At aminimum, CRM principals are to be used by:• The Bridge Team• The Engine Team• Mooring & Anchoring Squads• Work Groups1.2 Goals of Crew Resource Management on the BridgeThe primary goal of Crew Resource Management is the elimination of“one person errors.” All members of the Crew Resource are to keepthemselves aware of all vessel operations. Pilots are considered teammembers and they play a critical role on the Bridge. It is theresponsibility of the Bridge Team to assist the pilot whenever practical.The Bridge Team is expected to achieve these goals by the effectiveuse of:• Appropriate Steaming Watch Conditions and assignment of tasks to Team members• All Bridge equipment and personnel• Manoeuvring characteristics of the vessel• Management of stress and distractions• Creation of a Team environment• Communications• Bridge Team / Pilot Information Exchange• Operational and emergency checklists• Formulation, usage, and monitoring of Passage PlansControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 2 of 11

Bridge & Deck Procedures1.3 Management of Stress and DistractionsEach Bridge Team member should be conscious of the inherent stressand distractions in Bridge situations. Stress affects each individualdifferently. Stress levels may increase or decrease our effectiveness inperforming our tasks on the Bridge. Team members need to be awareof how stress affects the other Team members. Bridge tasks may needto be reassigned or changed, depending on the stress levels and thepersonnel involved. Tasks that are stressful to one person may not bestressful to another.Signs of stress include:• Difficulty in thinking• Inattention• Slow reactions• Procedural violations or skipping procedures• Muscle aches• Chills• Pale complexion• Dull or bloodshot eyesThe inability to deal with distractions and prioritise is often an indicationthat situational awareness is breaking down. Distractions can becaused by stress, excessive work load, fatigue, emergency conditions,and all too often inattention to detail. Assigning tasks is one way of notallowing stress and distractions to disrupt the effectiveness of the CrewResource.1.4 Creating a Team EnvironmentIt is the responsibility of all Team members to create an environmentconducive to the free exchange of observations and information.Masters, Chief Officers, and Chief Engineers shall ensure that all Teammembers participate in operations and dispel any possible belief of aControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 3 of 11

Bridge & Deck Proceduresteam member that his/her information may be irrelevant, redundant, orobvious.1.5 CommunicationsClear and concise communications are essential to Crew ResourceManagement. Every member of the Team should pass information ororders in a loud and clear voice so that all other Team members stayinformed.• The reasons for using proper communications are to: o Make for a better understanding in all matters o Promote a safer and more efficient operation o Establish a professionally run Bridge• Elements of proper communication are: o Clarity o Accuracy o Brevity o Standard Protocol o Listening Skills o Feedback (Avoidance of Disagreement)• Barriers to proper communication – external: o Noise o Crew workload / distractions o Physical location of equipment• Barriers to proper communication – internal:Controlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 4 of 11

Bridge & Deck Procedures o Voice (tones inflection, clarity, speed, cadence, volume) o Body Language (eye contact, facial expression, distance) o Choice of Words (technical vs. non-technical) o Rank / Position / Age o Fear / Intimidation o Background / Education o Disorganized Thought o Wishful Hearing o Assumptions o Attitude / Bias / Perceptions / Mind Set o Ego o Poor Self Image o Unwillingness to Communicate o Conflict in Relationships o Stress / Fatigue1.6 Standard Protocol for VHF Radio UseAll Deck officers shall utilise the IMO Recommended Phraseology forMaritime Communications and comply with FCC regulations i.e. Use ofcall signs. The IMO Book is supplied to all Managed vessels.1.7 Standard Orders to the HelmOne of the barriers to good communication is the use of vague orunfamiliar language. For this reason, all Masters and Deck OfficersControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 5 of 11

Bridge & Deck Proceduresshall use the Standard Orders to the Helm. The helmsman is animportant part of the Bridge Team. Deck Officers shall train and ensurethat all helmsmen clearly understand the Standard Orders to the Helm.It must be understood that it is the responsibility of the Bridge Watchto assist Pilots with the use of Standard Orders to the Helm.Figure 1-1 Standard Orders to the HelmOrder Meaning and Action RequiredMidships Rudder to be held in the fore and aftPort/Stbd five, ten, twenty positionHard Starboard / Port 5 degrees, 10 degrees, or 20 degreesEase to five, ten, twenty Port or Stbd rudder to be heldSteady or Steady as she goes Rudder to be held fully over Starboard or PortNothing to the Left of XXX Reduce the amount of rudder to 5(course) degrees, 10 degrees or 20 degrees and hold. Steer a course on the compass heading indicated at the time of the order. Helmsman is to call out the compass heading (in three digits) upon receiving the order. When the ship is steady on that heading the helmsman is to call out “Steady on XXX” (course in three digits) Use appropriate rudder in either direction to keep the vessel on or to the right of a given course but nothing to the left.When the conning officer requires a course to be steered by compass,the direction in which he wants the wheel turned shall be statedfollowed by each numeral being said separately (course in three digits).Figure 1-2:Order Course to be SteeredPort, steer one eight two 182 degreesStarboard, steer zero eight two 082 degreesPort, steer three zero five 305 degreesControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 6 of 11

Bridge & Deck ProceduresOn receipt of an order to steer a course, the helmsman should repeatthe order and bring the ship around steadily to the course orderedcalling out the heading every ten degrees in the process. When theship is steady on the course ordered, the helmsman is to call out:\"Steady on XXX\" (course in three digits). The conning officer shouldthen acknowledge the helmsman's call out with: “Very Well,” or “182Very Well,” etc.1.8 Bridge Team / Pilot ExchangeThe Pilot is an important part of the Bridge Team. It is the responsibilityof the Master and the Watch Officers to incorporate the Pilot into theBridge Team. The Bridge Team / Pilot exchange needs to take place ina timely manner and at an appropriate pace. In conjunction with theMaster / Pilot Exchange Card, a copy of the Passage Plan shall be madeavailable to the Pilot and discussed at an appropriate time.1.9 Operational ChecklistsOperational Checklists BDC 001 – 013 are provided in laminated mastersets and required to be completed in accordance with guidanceprovided the ICS Bridge Procedures Guide including, prior to portentry/departure, change of the watch, and for the daily (noon) Bridgecheck .Completion of check lists are to be entered in the deck log book asfollows; • Checklist (Number) completed o All items satisfactory; “or” o The following items found in non-conformance (Log Item No. and description of the problem); The time the Master is and notified actions taken or controls implemented1.10 Emergency ChecklistsThe company provides a series of Emergency Contingency Matrixes,ECM 001 – 036, in Part B of the Emergency Contingency Manual.Controlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 7 of 11

Bridge & Deck Procedures Emergency Response Matrixes are designed for rapid reference in the event of an emergency or during drills and trainings where use can increase crew familiarity. Emergency Response Matrixes provide the same benefits of a checklist in that use will: • Focus attention on the task at hand • Help establish priorities • Serve as an aid against failure of human memory, especially during periods of stress and emergency • Help to balance workloads • Eliminate guesswork and substitute standard procedures o Emergency Response Matrixes require no data entry as content is for reference in the course of an emergency o There is no documentation requirement except that reference to a specific ECM Matrix in the course or a response or drill, should be logged 1.11 Shipboard Bridge Team Training Each Master is required to conduct and record at least one extensive bridge team training session with an aim to motivate team-work and prepare the bridge team for difficult situations. The following publications should be used as basis for instruction and as reference: • ICS Bridge Procedures Guide • ICS Bridge Team Management • OCIMF VIQ – Chapter 4 Navigation1.12 Human Error & Situation AwarenessResearch into recent accidents occurring to ships has shown that by farthe most important contributory cause of navigational accidents is humanControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 8 of 11

Bridge & Deck Procedureserror, and in many cases information which could have prevented theaccident was available to those responsible for the navigation of the shipsconcerned.In the investigation of most incidents the cause is seldom the result of asingle error, but invariably the result of a series of minor errors. This canbe referred to as the “error chain”.ERROR CHAIN Signs:Certain signs in the function of a Bridge Team will indicate that an “errorchain” is developing. This does not mean that an incident is about tohappen; it does mean that a passage is not being carried out as plannedand certain elements of situational awareness may be lacking. The ship isbeing put at unnecessary risk and action must be taken to break the“error chain”.A well trained Bridge Team working together will recognise the signs of an“error chain” developing in its early stages and break it. However theBridge Team is disrupted when an outsider such as a pilot is introducedand this may permit the “error chain” to be further developed especially inthe early stages of any pilotage.Recent research has indicated that ninety percent of all ships casualtiesoccur in restricted or pilotage waters and that sixty percent of the abovementioned accidents occur with a pilot on board.Error chains have been identified in the majority of major incidents andshipping casualties and later analysis has in some cases suggested chainsof in excess of 20 items.Errors can be attributed to: • Ambiguity e.g. position fixes not agreeing; • Distraction e.g. getting involved in a lengthy non-important exchange of information on VHF or other internal shipboard affairs; • Confusion e.g. losing situational awareness caused by ambiguity. Feeling of losing control. • Background lights etc.; • Poor communications; • Improper Lookout; • Non-compliance with passage plan;Controlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 9 of 11

Bridge & Deck Procedures1.13 ComplacencyThe Company expects and requires that all Masters and Watch Officersdevote their full attention toward navigational safety. There can be nocomplacency in navigation.Navigational safety must be of the highest priority at all times on boardSeaTeam managed vessels.1.14 Distractions on BridgeThe effective implementation of safe navigational practices requires a co-ordinated approach between all bridge watchkeepers, the Master and thepilot when on board.It is therefore essential, that there are no distractions or non-essentialactivity on the bridgeThe following are not permitted on the bridge: a. Radio’s, televisions or other electronic entertainment equipment b. Newspapers or magazines or other leisure reading material c. Any other item that could be deemed a distraction as determined by the Master.Only persons with immediate business are permitted on the bridge1.15 Assisting with Ships in DistressBy International Law he is required to give all possible assistance to savelife. The Master must not overlook that his prime responsibility is thesafety of his own ship and the lives on board and undue risks are not tobe taken.Controlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 10 of 11

Bridge & Deck Procedures Documentation and Filing o ICS Bridge Procedures Guide - \"Bridge Check-Lists\" Distribution o Full Management Vessels - File Originals References o ICS Bridge Procedures Guide o Nautical Institute's Bridge Team ManagementControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 001CREW RESOURCE MANAGEMENT Approval: WBF Page: 11 of 11

Bridge & Deck Procedures2.0 Bridge Watch  Purpose o To specify Bridge Watch Conditions, duties, and tasks  Application o All Vessels  Responsibility o Master o Navigating Officers o Watchstanders 2.1 Bridge Watch Conditions Bridge manning requirements vary substantially depending upon location, traffic density and weather conditions. This section describes how underway Bridge Watches should be manned, and the duties of watch officers and crew members involved for each different Bridge Watch set. The Pilot is not considered part of the vessel’s complement. However he may be considered the 2nd or the 3rd licensed officer on the Bridge in pilotage waters. These are a minimum and should be increased if considered necessary by the master. • The Master has a responsibility to set the proper Bridge Watch and to ensure a proper vessel lookout • A change of Bridge Watch condition (i.e., from Bridge Watch I to Bridge Watch II) does not automatically change the Con. Until the senior officer orders a change, the con will remain with the Deck Watch Officer who had it before the change of Bridge Watch condition. Any change of con must be logged in the Deck Logbook • All personnel, including officers and unlicensed seamen who may be assigned to any duty station in any Bridge Watch, shallControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 1 of 26

Bridge & Deck Procedures understand fully the duties expected of them. It is the Master's responsibility to ensure that all officers and crew members are properly trained. All watch personnel shall be entered in the deck log book • When underway, Bridge Watches shall be set at the Master's direction and discretion according to prevailing conditions o Refer to Table 2.1-1Table 2.1-1: Bridge Watch ConditionsPrimary Conditions: Bridge Watch IOpen WatersClear weather, little or no trafficWithin US waters Bridge Watch IIClear weather, higher density traffic Bridge Watch IIRestricted visibility, little or no traffic Bridge Watch IIRestricted visibility, higher density traffic Bridge Watch II or IIIRestricted Waters (Limited Manoeuvring Room)Clear weather, little or no traffic Bridge Watch IIClear weather, higher density traffic Bridge Watch II or IIIRestricted visibility, little or no traffic Bridge Watch IIRestricted visibility, higher density traffic Bridge Watch II or IIIEntering or Leaving Port Bridge Watch II or IIIClear weather, little or no trafficClear weather, higher density traffic Bridge Watch II or IIIRestricted visibility, little or no traffic Bridge Watch II or IIIRestricted visibility, higher density traffic Bridge Watch II or IIIControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 2 of 26

Bridge & Deck Procedures At Any Time When the Following Conditions Exist: High navigational intensity plus collision Bridge Watch II or III avoidance NB. In US Waters where the level is listed as Bridge Watch II or III the higher watch level will be maintained. In pilotage waters, the second or third licensed officer on the bridge may be the pilot.Bridge Watch IThis watch has only one Deck Watch Officer on the Bridge.Bridge Watch IIThis watch requires two Deck Watch Officers on the Bridge. Thoughone officer is usually the Master, under special circumstances theMaster may delegate authority to another Deck Watch Officer. Bydoing so, the Master does not thereby delegate responsibility. If it isanticipated that the vessel will be in this condition for a long period oftime it would be normal to double watches with the Master in charge ofone watch and the Chief Mate in charge of the other. • Conning Officer o The Conning Officer is the watch coordinator and supervisor and shall ensure that the vessel’s course and speed are regulated for safe navigation. He is normally the senior officer • Watch Officer o 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: o Acknowledge the Conning Officer's helm and engine orders, making sure they are carried out properly o Operate the engine order telegraph or throttle and watch for proper response. The RPM indicator shall be checked toControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 3 of 26

Bridge & Deck Procedures ensure correct response to engine orders as well as to ensure radar plot calculation accuracy with respect to speed over the bottom o Be aware of the vessel’s speed to ensure compliance with VTS and/or local regulations, and to ensure accuracy of rapid radar plotting and ARPA data o Keep current radar and other navigation plots (using soundings when applicable) on the appropriate charts. Any problems maintaining the track must be promptly communicated to the Conning Officer who shall take corrective action o Plot closing targets and/or others called for by the Conning Officer to obtain Closest Point of Approach, CPA, time of CPA, and the course and speed of the targets. Data must be promptly and accurately reported to the Conning Officer who shall acknowledge receipt of the data o Properly maintain all Bridge logs and records o Handle all communicationsBridge Watch IIIThis watch requires three Deck Watch Officers on the Bridge. Thesenior officer is always the Master. The Master will take the Con. Thiswatch is the most critical and demanding and calls for the mostrigorous attention to priorities. • Conning Officer o 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 optimises communication. Deck Watch Officers must be alert and not hesitate to advise each other and theControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 4 of 26

Bridge & Deck Procedures Master quickly of any significant navigational or traffic developments o The Master shall assign one Deck Watch Officer as the Radar Watch Officer and the other as the Navigation Watch Officer • Radar Watch Officer o This Deck Watch Officer shall have no responsibilities other than to operate the vessel's radar as ordered by the Master with specific reference to collision avoidance o The radar-derived information must be promptly and accurately reported to the Master who must acknowledge it o Radar navigation data shall be provided to the Navigation Watch Officer, preferably using the alternate radar • Navigation Watch Officer o This Deck Watch Officer shall be responsible for all navigation duties, excluding radar operation. In addition, he will also handle communication duties o Particular, attention must be paid to the vessel's plotted navigational progress, especially with regard to speed and possible position deviations from the planned track2.2 Steaming Watch Conditions and Bridge Teams TaskIt should be recognised that assigning Team members to specific taskswill create the most effective Team, especially in high stress situations.Accidents are always unexpected. Most accidents occur because thereis no system in place to detect and prevent one person from making amistakeControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 5 of 26

Bridge & Deck ProceduresTable 2.2-2: Steaming Watch Conditions and Tasks CON TRAFFIC COMMS NAVIGATION OTHER HELM LOOK DUTIES OUT Con Radar and Handle Fix ship’s Steer Keep ship ARPA external position Tend EOT ship Lookout VHF Monitor comms helm and engine Keep Logs Equipment tests / checksBW I Watch Officer Watch Officer AB availableBW II Master Watch Officer AB LookoutBW III Master Watch Officer AB Lookout• BW II, assuming the Con is at the discretion of the Master and must be clearly stated when it occurs• BW II, the Chief Officer may substitute for the Master under special circumstances• The pilot is not to be considered part of the vessel's complement and shall not assume any of the Bridge Watch organisational positions other than the Con• Con is the person giving the orders for the navigational control of the vessel• Figure 2-2 is an example of how Bridge Team tasks may be delegated o Tasks should be delegated depending on the personnel involved and the specific circumstances2.3 Duties of The Officer of The WatchThe Officer of the Watch is the Master's representative, and his primaryresponsibility at all times is the safety of the ship. He is responsible forensuring that the planned passage is properly carried out during hiswatch. He must at all times comply with the International Regulationsfor Preventing Collisions at Sea (COLREGS) and the Basic Principles tobe Observed in Keeping a Navigational Watch of the InternationalConvention on Standards of Training, Certification and Watch-keepingControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 6 of 26

Bridge & Deck Proceduresfor Seafarers, STCW Convention. He will also comply with anyadditional instructions (verbal or written) of the Master. • The Officer of the Watch should keep his watch on the bridge: Under no circumstances should he leave the bridge until properly relieved. A fundamental responsibility of the officer of the watch is to ensure the efficiency of the navigating watch. It is therefore of particular importance that he ensures that an efficient lookout is maintained at all times. On a vessel with a separate chart room, the Officer of the Watch may visit it, when essential, for a short period in order to carry out his navigational duties, but he should first satisfy himself that it is safe to do so and that a good lookout is being kept • The Officer of the Watch continues to be responsible for the safety and navigation of the vessel despite the presence of the Master on the bridge until the Master informs him specifically that he has assumed that responsibility • The Master should establish a recognized procedure for monitoring the actions of the Officer of the Watch in preference to taking over control himself, since in this way he will be able to train the officer by correcting errors and at the same time satisfy himself of the safety of the ship • It is the duty of the Officer of the Watch to be aware of any work being carried out near the radar and radio aerials, and of sound signalling apparatus, so that the appropriate warnings can be given. The use of warning notices to hang on equipment controls when such work is in progress is recommended • If the duty watch officer is in any way unclear as to his responsibilities or duties, he shall immediately advise the Master • Full duties of the various navigating officers are fully listed in HSQE Main Manual • Newly joining officers are to report to the Master and, with the officer being relieved, inspect all items for which he is responsible. Only when he is familiar with the operation of all equipment and procedures will he take over responsibility for the watch. The time taken for this will be dependent on the officer’s experience with the equipment and the vessel etc.Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 7 of 26

Bridge & Deck Procedures • If an unexpected hazard to navigation is sighted, such as floating ice or derelicts • If any sheen or Oil is seen around the vessel from whatever source.Keeping a Good WatchThe Officer of the Watch is responsible for the maintenance of acontinuous and alert watch. This is one of the most importantconsiderations in the avoidance of collisions, stranding and othercasualties.In order to keep an efficient watch the Officer of the Watch shouldensure the following: • an alert all-round visual and aural lookout to allow a full grasp of the current situation, including the presence of ships and landmarks in the vicinity • close observation of the movements and bearing of approaching vessels • identification of ship and shore lights • close monitoring that the course is being steered accurately and that wheel orders are correctly executed • observation of the radar and echo sounder displays • Observation of changes in the weather, especially the visibilityChanging Over the WatchIf a manoeuvre or other action to avoid a hazard is taking place at themoment the Officer of the Watch is to be relieved, hand over should bedeferred until the action is completed, i.e. The vessel is on trackproceeding towards the desired waypoint at the ordered speed.Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 8 of 26

Bridge & Deck Procedures • 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 any disability (including illness, drink, drugs or fatigue) which would preclude him from carrying out his duties effectively. The oncoming officer must comply with the work hours and rest period requirements laid down. If in doubt, the duty officer should consult the Master prior to handing over • 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 have adjusted to night vision. He should not take over the watch until his vision has fully adjusted to the prevailing light conditions and he has personally satisfied himself concerning the use and condition of Bridge navigating instruments and equipment • The officer being relieved shall complete all Log book entries and check operation of all recorders prior to leaving the bridge • 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 EquipmentThe Officer of the Watch should make regular checks to ensure that: • the helmsman or the automatic pilot is steering the correct course • the standard magnetic compass error is established at least once a watch and after any major alteration of course • the standard magnetic and gyro compasses are compared frequently and repeaters synchronised • the automatic pilot is tested in the manual position at least once a watch • The navigation and signal lights and other navigational equipment are functioning properlyControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 9 of 26

Bridge & Deck ProceduresRestricted VisibilityIn conditions of restricted visibility when complying with Rule 19; thereare no stand on or give way vessels. All vessels are required todetermine whether a close-quarters situation is developing and if a riskof collision exists. If the likelihood of a close-quarters situation isdetected then each vessel must take appropriate action in ample timeto prevent the close-quarters situation from developing.The judgment as to when a vessel is heading in to a close-quarterssituation will have to be made by individual OOWs using all availablemeans combined with their own experience and good seamanship. Overreliance must not be placed on calculated CPAs and TCPAs from ARPAequipment. Navigational constraints, environmental factors andknowledge of own vessels manoeuvrability must also be taken intoaccount when reaching this judgement.OOWs should be encouraged to call the master, or seek the view ofmore experienced members of the bridge team in ample time to assistin assessing the situation.When restricted visibility is encountered or expected, the firstresponsibility of the Officer of the Watch is to comply with theInternational Regulations for Preventing Collisions at Sea (COLREGS)and the Master's Standing Orders, particularly with respect to: • Calling the Master on the bridge • Posting qualified lookout(s) and calling additional personnel • Reducing speed to comply within safe speed requirement • If in congested or coastal water reverting to hand steering immediately • Advising Engine Room of prevailing conditions • Exhibiting navigation lights and observing sound signal requirements • Operating the radarControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 10 of 26

Bridge & Deck Procedures • All of these above actions should be taken in good time before visibility deterioratesAll actions / precautions taken as per BDC Checklist 009 - Navigation inRestricted Visibility shall be completed and a log entry made.Calling the MasterThe Officer of the Watch should notify the Master immediately underany of the following circumstances: • If in doubt as to the correct action to take for any reason • If visibility deteriorates to the level laid down in the Master's Standing Instructions • If the movements of other vessels are causing concern • If difficulty is experienced in maintaining course due to heavy traffic or to meteorological or sea conditions • Failure to sight land or a navigation mark or to obtain soundings by the expected time • If either land or a navigation mark is sighted unexpectedly or if an unexpected reduction of sounded depth occurs • If an unexpected hazard to navigation is sighted • If in doubt of the vessels position or the accuracy of any navigational equipment • The breakdown of the engines, steering gear or any essential navigational equipment • If it is necessary to reduce speed for any reason • If traffic density increases substantially • If in any doubt about the possibility of weather damage • Sighting any distress signal or receipt of a distress message in the vicinityControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 11 of 26

Bridge & Deck ProceduresDespite the requirement to notify the Master immediately in theforegoing circumstances, the Officer of the Watch should not hesitate totake immediate action to ensure the safety of the ship whenevercircumstances require.If the Master cannot be contacted, either the ships public addresssystem or two short rings on the ships alarm shall be used.Alternately, the Chief Mate or another crew should be called to assist.Watch-Keeping PersonnelThe Officer of the Watch should give the watch-keeping personnel allappropriate instructions and information necessary for maintaining asafe watch, including a proper lookout and ensure the Bridge is mannedas per the Passage Plan Watch Level requirements.Main EnginesThe Officer of the Watch should bear in mind that the engines are at hisdisposal for assistance in manoeuvring. He should not hesitate to usethem in case of need, although timely notice of an alteration of enginemovements should be given when possible. He should also be fullyaware of the manoeuvring capabilities of his ship, including its stoppingdistance.The Officer of the Watch should pay particular attention to the followingwhen controlling main engines: • Control of revolutions ahead and astern. The officer of the watch should be familiar with the operation of the engine/propeller mechanism and aware of any limitations. He should appreciate that the type and configuration of the ship's engines will have implications when changing speed or motion. Direct drive diesel, diesel through gearbox or clutch, turbo-electric and gas turbine engines have relatively quick responses to change provided the engines are on \"stand-by\". Geared turbines are not as responsive, neither is their change from ahead to astern or vice versa achieved as quickly. The delays and constraints built into engines when operating unmanned will have a substantial bearing on ship manoeuvring. The officer of the watch should therefore be familiar with the actual mechanical procedures initiated by an unforeseen variation in engine speedControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 12 of 26

Bridge & Deck Procedures • Condition and readiness. The Officer of the Watch should know the time taken to achieve both an emergency and a routine stop in both 'open sea' and manoeuvring conditionsHelmsman/Automatic PilotThe widespread use of automatic pilots may mean that helmsmen areless experienced than in the past. Provided the equipment is reliable,the autopilot may therefore provide the most accurate means ofkeeping track in congested waters. • 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 watch officer must be aware of the possibility that auto-pilot may malfunction and carefully monitor its performance particularly during change over between systems • 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 • Instructions for change over between systems and emergency operation of system must be clearly displayed by the steering console. All officers must be familiar with the proper method of change over • All Deck Officers and Helmsmen must be thoroughly familiar with the sound and operation of the alarm indicating the helm is being turned while in automatic steering mode. This alarm signals the need to change from the automatic steering mode to manual steering mode in order to initiate steering manuallyControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 13 of 26

Bridge & Deck ProceduresHelicopter OperationsMasters and officers of the watch of vessels likely to be engaged in thetransfer of personnel or stores by helicopter should make themselvesfamiliar with the ICS Guide to Helicopter/Ship Operations.System Controls - Monitoring and OperationThe Officer of the Watch is responsible for monitoring other systemsand their controls which are located on the bridge. These will includesome or all of the following: • fire detection • watertight integrity • machinery condition • radio communications o GMDSS equipment located at the bridge • ballast control • cargo humidity • reefer condition • gas pressure and detection • other specialised requirementsDuring critical phases, enough manpower must be available to operateall system controls which are fitted on the bridge.Bridge and Emergency Check ListsThe Officer of the Watch should be fully conversant with the proceduresin this guide. When time permits, whether the action taken is routineor emergency, the appropriate check list should be consulted in orderto ensure that all necessary steps are taken. Vessels fitted with bowthrusters, shaft generators, auxiliary engines, ballast pumps etc. whichare controlled from the bridge should have their check listsControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 14 of 26

Bridge & Deck Proceduresappropriately supplemented by the procedures to be followed withrespect to these controls. Masters should develop Vessel Specific checklists when necessary. The checklist is to be delivered using thesamples in the ICS Bridge Procedure Guide.Compass ErrorConditions permitting, compass error shall be determined at least onceeach watch at sea and at anchor, and for each course steered. Thisdata shall be recorded in the Compass Record Book and Deck Logbook.In restricted or pilotage waters, compass error shall be determined bythe use of transit bearings and ranges, and the results similarly logged. • During the watch, simultaneous checks between the gyro and magnetic compasses shall be made at least hourly • Frequent checks shall be made between the master gyro and all repeaters, and other equipment utilising the gyro including the course recorder. Significant discrepancies shall be investigated, corrected if possible, and logged in the Deck Logbook • A current deviation table shall be maintained and available to the Deck Watch OfficerDetermining the Vessel’s PositionAll of the vessel’s navigational equipment must be used, as necessary,to determine the vessel's position. The advantages and limitations ofeach aid must be fully understood. • To obtain confirmed fixes, each fix shall be compared to another fix obtained by an alternate means (GPS is not to be used as a sole means of navigation). All terrestrial fixes shall consist of three position lines - a single bearing and range is open to error. All fixes must be plotted on the navigation chart in use • A buoy or any such market liable to shift, and a fixed point shall not be used as a range unless no alternative exists • Radar bearings taken to points of land must be selected carefully. Isolated rocks, beacons, etc., which are clearly defined and shown on navigation charts and not subject to shifting with winds and currents are preferableControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 15 of 26

Bridge & Deck Procedures • Positive identification of navigation lights (lighthouses, buoys, beacons, etc.) shall be made • Deck Logbook entries shall be made of time, distance off, and vessel speed when abeam of navigational lights, aids, and prominent points as applicable • Fixes shall remain on charts until the passage is completed • Soundings are to be taken using the echo sounder when making a landfall, when the vessel is in unfamiliar, restricted, or shoal waters, or at any other time when soundings may assist in establishing the vessel's position • Whenever dangers to navigation exist in restricted waters or in coastal areas, the Master and Deck Watch Officers must ensure that frequent checks of the vessel's position are made by alternative methods to eliminate the risk of grounding or stranding because of human or mechanical errorNavigation in Coastal WatersThe charts used should be the most suitable for the planned passage.The Officer of the Watch should positively identify all relevantnavigation marks. Position fixes should be taken at regular intervals,the frequency depending upon factors such as distance from nearesthazard, 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 should be used for parallel indexing and can replace visual fixing altogetherShip at AnchorA continuous anchor watch is to be maintained. The officer of thewatch should: • ensure that the vessel exhibits the appropriate lights and shapes and that in restricted visibility the appropriate sound signals are madeControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 16 of 26

Bridge & Deck Procedures • ensure that an efficient lookout is maintained • ensure that the state of readiness of the main engines and other machinery is in accordance with the Master's instructions • 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 • observe weather, tidal and sea conditions • notify the Master if the vessel drags its anchor and undertake all necessary remedial measures • notify the Master if visibility deteriorates • ensure than an inspection of the vessel is made periodically • Under appropriate circumstances maintain anti-piracy precautions as laid down in the Master's Standing OrdersAn anchor watch may be dispensed with on a vessel in managementwhich is laid up or dead ship.Use of Anchors • Prior to entering restricted waters, conditions permitting, both bow anchors shall be cleared ready for letting go and at least one crew member shall standby ready forward. Note that this requirement is not to be complied with those ports where it is required for anchors to be secured • Prior to anchoring the vessels position will be checked and a swing circle calculated to ensure the vessel will swing clear of all obstructions and has sufficient under keel clearance through out the period at anchor • The amount of cable used will be at the Masters discretion in line with good seamanship and anticipated conditionsControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 17 of 26

Bridge & Deck Procedures2.4 Duties of The Officer of Watch While In PortWatch Keeping Officer Should: • Make rounds to inspect the ship at appropriate intervals • Pay particular attention to: o The condition and fastening of the gangway, anchor chain or moorings, especially at the turn of the tide or in berths with a large rise and fall and, if necessary take measures to ensure that they are in normal working condition o The draught, under keel clearance and the state of the ship to avoid dangerous listing and trim during cargo handling or ballasting o The state of the weather and sea o Observance of all regulations concerning safety precautions and fire protection o Water level in bilges and tanks o All persons on board and their location, especially those in remote or enclosed spaces o The exhibition of any signals or lights • In bad weather, or on receiving a storm warning, take the necessary measures to protect the ship, personnel and cargo • Take every precaution to prevent pollution of the environment by his own ship • In an emergency threatening the safety of the ship, raise the alarm, inform the Master, take all possible measures to prevent any damage to the ship and, if necessary, request assistance from the shore authorities or neighbouring ships • Be aware of the state of stability so that in the event of fire, the shore fire-fighting authority may be advised of the approximate quantity of water that can be pumped on board without endangering the shipControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 18 of 26

Bridge & Deck Procedures • Offer assistance to ships or persons in distress • Take necessary precautions to prevent accidents or damage when propellers are to be turned • Enter in the appropriate log book all important events affecting the shipTaking Over the WatchThe officer of the watch should not hand over the watch to the relievingofficer if he has any reason to believe that the latter is obviously notcapable of carrying out his duties effectively, in which case he shouldnotify the Master accordingly.The relieving officer should be informed of the following by the officerbeing relieved: • The depth of water at the berth, ship's draught, the level and time of high and low waters; fastening of the moorings, arrangement of anchors and the slip of the chain, and other features of mooring important for the safety of the ship; state of main engines and availability for emergency use • All work to be performed on board ship; the nature, amount and disposition of cargo loaded or remaining, or any residue on board after unloading ship • The level of water in bilges and ballast tanks • The signals or lights being exhibited • The number of crew members required to be on board and the presence of any other persons on board • The state of fire fighting appliances • Any special port regulations • The Master's standing and special ordersControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 19 of 26

Bridge & Deck Procedures • The lines of communication which are available between the ship and the dock staff or port authorities in the event of an emergency arising or assistance being requiredThe Relieving Officer Should Satisfy Himself That: • Fastenings of moorings or anchor chain are adequate • The appropriate signals or lights are properly hoisted and exhibited • Safety measures and fire protection regulations are being maintained • He is aware of the nature of any hazardous or dangerous cargo being loaded or discharged and the appropriate action in the event of any spillage or fire • No external conditions or circumstances imperil the ship and that his own ship does not imperil othersIf, at the time of handing over the watch, an important operation isbeing performed it should be concluded by the officer being relieved,except when ordered otherwise by the Master.2.5 Fire PatrolsThe practice for the Watch Officer to leave the bridge at hourly intervalsthrough the night and make rounds to the accommodation has beenassessed as a high risk. It was generally stated that the rounds wouldtake about 15 minutes and with the time required to re-adjust hiseyesight for darkness, the Watch Officer was not able to carry out hisprimary duties for a significant time.The Watch Officer on duty should not leave the bridge as it is importantto maintain a proper watch at all times. The vessel fire alarm shouldalso be routinely tested to provide safe monitoring for fire.Every part of the ship is to be visited regularly. It must beremembered that when few crews are aware and about, there is agreater need for fire patrols. Rounds are to be made by the relievedduty Officer of the Watch at the following times: 2000 hours, 0000hours, 0400 hours, irrespective of whether the ship is at sea or in port.Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 20 of 26

Bridge & Deck ProceduresWhen rounds have been made, the fact must be noted in the DeckLogbook.To enable fire and safety rounds to be taken every 2 hours duringperiods of darkness, whilst also ensuring that there is always twopersons on the bridge, the AB / OS (Certified Watch-Keepers) watchtimings should be 1800-2200, 2200-0200,0200-0600.All Masters are to ensure that the company’s procedures are fullycomplied with.2.6 Bridge OrdersThe master shall prepare a comprehensive set of Standing Orders,which should cover fully the actions required of the OOW, but notconflict with the ship’s safety management system.These Standing Orders should be in English but may also be written inan additional language if the Master considers this to be beneficial.The Master should sign and date these orders and fix them on the frontpage of the Master Bridge Order book.The Master should ensure that all deck officers on joining the vesselread these Standing Orders and then sign their name, time and date toshow that they have read and understood them and are fullyconversant with them.The Managers require that the Standing Orders shall include at leastthe following: • General conduct of the watch, at sea and at anchor. Reference should be made to the ICS Bridge Procedures Guide and SeaTeam Bridge Procedures. • Composition of the watch; • Keeping a safe lookout at sea and at anchor; • Safe passing distances; • The Master’s requirements for the safe navigation of the vessel;Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 21 of 26

Bridge & Deck Procedures• Officer leaving the bridge;• Change of watch procedures for both relieving officer and relieved officer;• Requirements for the use of bridge equipment, e.g. comparison of compasses, compass errors, when to use the radar or ARPA etc.;• Changes in course, speed and position-fixing intervals other than those listed in the passage plan;• Position-fixing methods, passage planning and the use of parallel indexing techniques;• Actions when under Pilotage;• Calling the Master and the Master’s presence on the bridge. This section must specify the times and/or occasions when the Master must be called and the duties of the OOW when the Master is on the bridge. The following should be taken into consideration: o Under normal conditions the Master’s presence on the bridge does not relieve the OOW of his duties or responsibility to safely navigate the vessel; o The Master must verbally tell the OOW that he is taking over “the con” if he plans to do so and ensure that he has all information required to safely navigate the vessel; o The OOW must pass to the Master all relevant navigational and traffic information before the Master takes “the con”; o The Master is to make clear, in writing, that he is to be called before a doubtful situation develops into a close quarters situation or an emergency and early enough to allow the Master time to analyse whatever problem has arisen• Actions to take in the event of reduced visibility, visibility limits to be specified. (such actions should not be less stringent than those recommended in the Bridge Procedures Guide);Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 22 of 26

Bridge & Deck Procedures• The Master’s standing orders should include detailed guidance on the Safety & Security of the vessel, similar to the following recommendations:• General: Understanding the company's SMS manual. Follow bridge procedures manual, standing instruction, Bridge Orders Book.• Look out: Bridge should never be unattended. Keep a proper look out at all times, by all available means as appropriate. Use RADAR, ARPA.• Compass error: All gyros are aligned at all times. Compass errors to be taken once in a watch. Compass errors to be taken after every large alteration as practicable. Check courses.• Rules of the Road: Strictly comply with ROR. Display proper lights and shapes. Use proper sound signals if required. Use fog signals in restricted visibility. Take early action to avoid collisions. Call Master if in any doubt. Always maintain a safe distance from nearby ships. Maintain a CPA of two miles if there is enough sea- room. Maximum possible CPA in coastal and dense traffic areas, without endangering navigation. Inform Master when traffic causing concern. Not to use ground speed in ARPA for anti collision.• Visibility: Monitor visibility at all times. Check visibility by radars. Call Master if visibility reduces to less than three miles.• Position fixing: Identify primary and secondary methods of position fixing. Position to be obtained at regular intervals. In deep sea, position once an hour. In coastal areas, 15 minutes or less and more frequent when manoeuvring or entering and leaving port as detailed on the passage plan.• Tides and currents: Always keep tidal predictions ready, especially in coastal areas. Always be aware about set and drift. Call Master if keeping course due to strong current is difficult.• Weather: Always monitor the present weather. Obtain up to date information about weather from NAVTEX, EGC, VHF, weather fax, MF-HF broadcast whichever available. Inform Master when you observe any presence of cyclone, depression orControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 23 of 26

Bridge & Deck Procedures bad weather. Keep an eye on barometric pressure. Inform Master if it reduces 3mb in a watch Inform me if significant change of wind force or swell without any warning.• Bridge con: Masters Presence on bridge does not mean he have taken over the con. Taking over must be by verbal expression. Con change over between the watch officers also should follow the same principle. Bridge con not to be handed over during any action.• Use of engines: Engines under your disposal. OOW can use engines when required.• Distress: Call Master when you receive any distress alert. Call Master when you meet any distressed vessel or person. Do not transmit or acknowledge any distress alert without Master’s knowledge unless incapacitated or missing. Ring general alarm in case we are in any distress.• Hand steering: Vessel to be on hand steering with two steering motors under following circumstances: Making or leaving port; When taking actions in close quarter situation; While manoeuvring; Passing close to shoals.; Passing narrow channels; During heavy weather.; Any other situation when it is deemed necessary.• Echo sounder: To be used while passing shallows, making ports, departing ports. While passing 100m, 50m, 20m contours. Any time if it deemed necessary.• Rounds after watch: All officers to take round after watch and report to bridge. Rounds are to be made in the accommodation, galley, and decks. Any risk of fire, leak, water ingress, cargo leakage to be checked.• Filling up deck log book: To be filled up after every watch with ink. Courses, weather, comparison of compasses, emergency drills, look out man etc. to be written. Log book must be initialed.• Manoeuvring book: To be filled up by watch officers, with ink. Control and try out of engines, times, names of pilots to be initialed. Watch-keeping responsibilitiesControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 24 of 26

Bridge & Deck Procedures • Actions required if small craft approaching • Piracy prevention • Procedures to be followed on receipt of Bridge Navigational watch alarm system alerts (where fitted).Night OrdersThe Master shall, when the vessel is underway or at anchor, writeorders to supplement his standing orders in the Master/Chief engineerBridge Orders Book every night before turning in and at any other timehe considers it necessary.If there is nothing of significance to record, then the entry, “ObserveStanding Orders” should be made.All entries should be dated, timed and signed by the Master.The OOW should read and sign the Bridge Orders Book to show theirunderstanding of them.FAOPThe sea passage begins at a point where in the judgement of theMaster, the engines will no longer be required within the manoeuvringrange, where the weather conditions are favourable and the trafficdensity light and where, in the case of steam ships, steam is no longerrequired on deck.The time of FAOP must be recorded in Deck Logbook and MovementBook.Where the voyage speed required by charterers is high, it is reasonableto increase engine speed and consequently ship’s speed for areasonable time before officially indicating FAOP.The time of FAOP should be agreed between the Master and the ChiefEngineer Officer and the signal for FAOP given by the Master of theOOW at the agreed time.Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 25 of 26

Bridge & Deck ProceduresEOP/SBEThe Sea passage ends at a point where in the judgment of the Master,it is prudent to reduce speed and the engines may be required forimmediate manoeuvring. Documentation and Filing o Deck Log or Bell Book – Entries documenting Check-Lists Used o ICS Bridge Checklists Distribution o Full Management Vessels - File Originals References o ICS Bridge Procedures Guide o Masters Standing Orders o STCW 95Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 002BRIDGE WATCH Approval: WBF Page: 26 of 26

Bridge & Deck Procedures3.0 Passage Planning  Purpose o To specify requirements for Passage Planning  Application o All Vessels  Responsibility o Master 3.1 Passage Planning Use of a Passage Plan is compulsory. The Purpose of a Passage Plan is to establish a navigational procedure to pre-plan a vessel’s route and monitor its progress along the route. A Passage Plan is a means of sharing information with all Bridge Team members, including the pilot. The Passage Plan also incorporates a system of procedures and checks to guard against \"one person errors.\"  Passage plans shall be on a berth to berth basis. The arrival port passage plan shall be completed on passage prior to arrival when all details are well known such as berthing schedule, anchorage times etc.  Passage plans shall remain onboard for a period of one year  The aim of the bridge team is safe passage for the ship for each of its voyages. To achieve this each passage needs careful preparation, planning, execution and monitoring  Upon receipt of the voyage orders, the Navigating Officer, under the guidance of the Master, is to plan the voyage by the most expeditious route bearing in mind that the safety of the vessel is of the prime importanceControlled Revision: 01 Jan 2015BOM Part A - BDP Doc No. 003PASSAGE PLANNING Approval: WBF Page: 1 of 15

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