Introduction to

Bridge Resource
Management

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What is BRIDGE RESOURCE MANAGEMENT ?

Bridge Resource Management - is the effective management and

utilization of all resources, human and technical, available to the Bridge
Team to ensure the safe Execution of the voyage.

BRIDGE
RESOURCE
MANAGEMENT

HUMAN TECHNICAL
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 BRM OBJECTIVES

BRM focuses on bridge officers’ skills such as teamwork, teambuilding,

communication, leadership, decision-making and resource management and
incorporates this into the larger picture of organizational and regulatory
management.
BRM addresses the
TEAMWORK management of
I’M AN operational tasks, as well
COMMUNICATION as stress, attitudes and
OFFICER risk.
LEADERSHIP

DECISION-MAKING

SITUATIONAL AWARENESS

RESOURCE MANAGEMENT

BRIDGE RESOURCE MANAGEMENT PROCESS

• BRM begins before the voyage with the

passage plan and continues through the
end of the voyage with the passage
debrief.

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 There is a very well known saying, to err is human. It means it is natural to make mistakes. We are
all humans, and we all make mistakes. Human error is ubiquitous and inevitable.

With time these mistakes can lead to major catastrophes. However, if caught in time, it can help us
to learn a lesson.

Sophisticated equipment and other automations provide new source of information and assistance.
Marine officers must develop new skills to utilize these new technologies effectively

CRITICAL ELEMENTS OF BRIDGE RESOURCE MANAGEMENT

Bridge resource management includes some critical elements without

which it cannot achieve its ultimate goal.
SITUATIONAL AWARENESS
MANAGEMENT STYLES
ATTITUDES AND MANAGEMENT
SKILLS WORKLOAD
CULTURAL AWARENESS HUMAN INVOLVEMENT IN ERROR
COMMUNICATION AND JUDGMENT AND DECISION MAKING
BRIEFINGS
LEADERSHIP IN EMERGENCIES
CHALLENGE AND RESPONSE
AUTHORITY AND CRISIS AND CROWD MANAGEMENT
ASSERTIVENESS

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 Human-Machine Interface (HMI)

In many ways, bridge equipment also acts as part of the bridge team. The way in which
users interact with the equipment is known as the human machine interface (HMI). The
HMI covers such things as displays, menus, switches, controls and audio signals.
CONTINUOUS INTERACTION BETWEEN
HUMANS AND EQUIPMENT LEADS TO THE
VESSEL BEING NAVIGATED IN A SAFE
AND EFFICIENT MANNER
“Tell me and I will forget, show me
and I may remember, but involve
me and I will understand.”
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1 Only human: Individuals make mistakes. Through teamwork and effective use of resources,
these mistakes can become lessons learned, rather than catastrophes

2 Strength or weakness : BRM is an essential defence mechanism against the ‘single

person error’. It can be a vessel’s greatest strength – or its weakest point

3 Working both ways : The Master is an integral part of the bridge team, but also has a
larger role to play to facilitate effective BRM and challenge and response

4 No ‘I’ in ‘TEAM : Both in training and in operation, it is essential to involve all team members.
‘Tell me and I will forget, show me and I may remember, but involve me and I will understand’

5 Happy talk : Team discussions are essential for learning and refining BRM. Accident and
near-miss reports are excellent material for starting a discussion
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6 Pilot scheme : Good passage plans are essential for ensuring the bridge team, including the
pilot, are focused, share a common understanding and can jointly monitor the voyage

7 Good decisions : Using information technology effectively, and ensuring good teamwork with
the equipment, can aid good decisions and avoid mistakes

8 Screen time : The navigator must be able to filter relevant information, use good old-fashioned
common sense, and keep in mind the most important screen onboard – the window!

10 Never done : BRM is never ‘over’. It must be part of a continuous improvement process
underpinned by mentoring, open discussion and debriefing at the end of the voyage

9 Audits matter : Effective and routine navigation audits during passage are essential to ensure that what
is learnt ashore is practised onboard

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 DISCLAIMER :
• Please note that this training module is only for the
purpose of introducing the Company’s Navigational
Policy to the candidate and cannot be taken as
reference.
• For detailed company requirements/procedures
please refer company’s QHSE Manual, Section 5.

Company’s Navigational Policy

Where you see this text

box, please note that you
may be tested on these
items during final
assessment PLEASE TAKE NOTE

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IMPORTANT SECTIONS FROM QHSE SECTION 5

Section 5.3 Section 5.10

Passage Planning Charts & Publications

Section 5.4 Section 5.15

Navigational Watchkeeping ECDIS

Section 5.4.15 Section 5.17

Log book entries Verification of Navigational
Standards
Section 5.9
Annex 5.3 A
Navigational Instruments
Ports and Areas Presenting
Section 6A.9 Navigational & Weather
Anchoring the Vessel Related Hazards

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 5.1.3 Responsibility

1. The Master is overall responsible for implementation and compliance with the Company
procedures and requirements for navigation.

2. The Master has the overriding authority and responsibility for making decisions with respect to
safety of Navigation and is not constrained by the Owner / Operator in taking any safety
decisions.

3. The OOW is responsible for complying with the Master’s standing orders, Master’s daily orders
and Company Navigation procedures.

4. The Chief Engineer is responsible for ensuring that the ship has sufficient fuel, water and
lubricants for the intended voyage.

5. The Corporate Compliance Manager CCM / Designated Person Ashore DPA is responsible
for maintaining Navigational standards on board Company vessels.

5.16 Standby Conditions

The vessel shall be placed on stand-by under the following conditions, but not limited to:
a) During port approach, entry and departure.
b) Mooring.
c) Tug handling.
d) Pilot boarding and disembarkation. MASTER
e) OPL calls. ON BRIDGE
f) Canal and river transits.
g) Anchoring operations.
h) When navigating in or near an area of Restricted Visibility.
i) Restricted waterways.
j) When navigating in ice.
k) Helicopter operations.
l) Distress assistance.
m) When vessel is on “RED” state of Alertness as required by section “Distractions at sea”.
n) At any time the Master considers that the safety, security or manoeuvrability of the vessel is compromised.
• Engines should be ready for immediate maneuver and the engine control room (E.C.R) should be
manned at all times.
• Under prolonged standby conditions the Master or Chief Engineer may be relieved by the Chief Officer
or Second Engineer as appropriate, with hand-over recorded in the appropriate log books.
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 5.16 Standby Conditions - Areas

Following congested areas where in the

presence of Master on bridge is desirable
a) Singapore straits
b) Malacca straits – Approaching 1 fathom bank
c) Dover straits
d) Strait of Gibraltar
e) Baltic sea – Approaches to Skagen
f) Baltic Sound
g) Taiwan straits
h) Straits of Hormuz
i) Red Sea - Bab-El – Mandeb
j) Red Sea – Gulf of Suez
k) Bosporous strait– Strait of Istanbul
l) Dardanelles strait or Strait of Canakalle
m) Sunda Straits
n) Tokyo Bay
o) Torres Strait / Prince of Wales Channel
p) Lombok Straits
q)
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Messina Straits

BRIDGE MANNING LEVELS MASTER

If necessary
OOW
OOW

2. AT SEA
1. AT SEA (Hours of Darkness, Restricted Visibility, in confined waters)
(Daylight, unrestricted visibility, in open waters)
(i) Master (In case of high traffic density or at any
other time deemed necessary by the Master)
(i) Officer of the watch
(ii) Officer of the Watch
(ii) Lookout (Note: Please refer to Section 5.4.9
(iii) Helmsman (where navigational situation so demands)
Lookout.)
E/R manned or unmanned depending on UMS (iv) Lookout (At all times when hand steering is engaged)
certification. E/R Status – Manned by Duty Engineer and Watch-keeping
rating.
PILOT
3. Arrival / Departure Ports,
and / or in congested waters MASTER
MASTER 4. Pilotage waters, Stand-by conditions at sea.At all times
(i) Master/ Chief officer At all times
OOW (i) Master / Chief Officer
(ii) Officer of the Watch (ii) Pilot
(iii) Helmsman OOW
(iii) Officer of the watch
(iv) Lookout (At all times when hand steering is (iv) Helmsman
engaged)
(v) Lookout (At all times when hand steering is engaged)
E/R Status – Manned by Chief Engineer and / or
E/R Status – Manned by Chief Engineer and / or 2nd Engineer
2nd Engineer , Watch-keeping Engineer and
, Watch-keeping Engineer and Watch-keeping Rating.
Watch-keeping Rating.

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.
 BRIDGE MANNING LEVELS
6. At Anchor
5. Highest Level of Bridge Manning – • The OOW must be present on the bridge (except, at
At Master’s discretion
Master’s discretion, when it may be necessary for the
(e.g.: Congested waters, Critical Pilotage MASTER
At all times
waters, Heavy traffic, restricted visibility, PILOT OOW to attend to cargo-related duties; however, the
malfunction of navigational equipments, etc) required frequency of position checks shall be
maintained).
This level of manning should be • Watch keeping rating - At disposal of OOW and
restricted to relatively short periods of OOW OOW assigned with duties of keeping lookout from bridge or
time, in order to avoid fatigue. deck, checking anchor positions and taking safety &
security rounds.
i. Master / Chief Officer (Master may be
relieved by Chief Officer during long • Additional deck watchman –
passages) At Master’s discretion(e.g. In ports affected by high
ii. Pilot (if applicable) tidal range and/or strong currents, heavy traffic
iii. Officer of the Watch congestion, security threats or other special
iv. Additional Officer circumstances).
v. Helmsman
vi. Lookout man E/R Status:
Non UMS class vessels: Always manned
E/R Status –
UMS class vessels: Always manned when the vessel is at
Manned by Chief Engineer , 2nd Engineer , Watch-
keeping Engineer and Watch-keeping Rating as anchorage.
required.
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BRIDGE MANNING LEVELS

QHSE Section 5.4.1

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 5.4.3 DISTRACTIONS ON BRIDGE

5.4.3 Distractions on Bridge

• The main aim at all times should be that Bridge

Team members are not distracted by tasks other
than those connected with watch keeping.
• The state of alertness is indicated by having
• Bridge Manning Level 4 and 5 requires highest “Red-No Distraction (S-5.26aP)” status
level of alertness and during such time Bridge shall posters, Supplied by the Company, on the
be considered to be at “Red” state of alertness. doors leading to wheel house entrance
including the side doors.
• The Passage Plan shall indicate the expected areas • The beginning and end of such state of
where Bridge will be at “Red” alert and same shall alertness shall be informed to ER by phone
be highlighted during BTM meetings. and same recorded in the Deck log Book

NAVIGATIONAL WATCHKEEPING

Bridge Manning Level 4 and 5

– COMPULSORY on
NO DISTRACTION POLICY

STOP WORK AUTHORITY

The Officer of Watch (OOW),
Watchkeeping Rating or any other
personnel, shall not hesitate to use
their STOP WORK AUTHORITY to
stop all non-navigation related
work/activities on bridge, and Call
the Master in such case.

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 NAVIGATIONAL WATCHKEEPING

5.4.1 Checks by Bridge OOW prior accepting E/Room in UMS

mode
Vessels certified for UMS operation may operate in this mode provided that all necessary UMS
checks have been carried out by a responsible Engineer and all machinery / alarms system etc are
found to be within their normal operating parameters

However, in addition to the UMS checks Masters should laminate and display this checklist on
carried out by the responsible Engineer, Bridge which may assist the OOW assure him/her self
the Bridge OOW must carry out his/her prior accepting UMS mode.
own checks as per Bridge Checklist S- • An entry will need to be made in the Deck Log
5.16C, displayed on the bridge. Book upon accepting E/Room UMS mode.

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NAVIGATIONAL WATCHKEEPING

5.4.8 Master’s presence on bridge

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

a) Entering and leaving port, docking and undocking

b) Shifting vessel alongside berth or berth-to-berth movements
c) In restricted waters and narrow channels
d) In areas of high traffic density
e) In areas of restricted visibility with high traffic density or at any other time as deemed
necessary by the Master
f) In/near precautionary areas of Traffic Separation Scheme (TSS) and in any congested
Traffic Lanes
g) When the OOW is tired or emotionally disturbed and unable to keep a watch. Master
has to evaluate the situation and accordingly replace with other OOW.

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 NAVIGATIONAL WATCHKEEPING

5.4.9 Lookout, Helmsperson, Whenever, OOW is the sole look out:

The helmsman must be relieved for a short period Master shall enter the timings of the lookout
after about 2 hours to minimize fatigue. being dispensed in the relevant column of the
Deck Logbook.
Whenever, changed the time of change-over and the
name are to be recorded in the Deck Log Book A lookout must be immediately available to be
summoned to the bridge when any change in the
situation so requires. Lookout must be alert and in
Please Sole Look Out: possession of a Walkie Talkie so as to be
note immediately contacted as and when required.
The OOW may be the sole lookout in day
light when vessel is in OPEN waters provided To call lookout on the bridge 1 LONG BLAST on
that on each such occasion: the ship’s whistle may be used. OOW must use all
available means to call the lookout.
The situation has been carefully assessed,
and it has been established without doubt During dark hours, restricted visibility or in
that it is safe to do so. congested waters, the OOW must not be the sole
lookout.

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NAVIGATIONAL WATCHKEEPING

Open Waters shall be taken when the vessel is more than 50 nm

from nearest land except in the following sea areas that are NOT
considered as Open waters :

i. Mediterranean Sea
ii. Red Sea
iii. Black Sea
iv. North Sea
v. Baltic Sea
vi. Taiwan Strait
vii. Normal Shipping route
between Singapore and
Japan.

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 NAVIGATIONAL WATCHKEEPING

The Watch Officer must notify the • Despite the instruction to call the
Master immediately under the Master stated above and any other
conditions specified in this section
which includes, but is not limited specific instructions contained in the
to, following: Master’s Night Orders or Standing
Orders, the OOW must not hesitate
 If restricted visibility is to take actions necessary to ensure
encountered or expected or
deteriorated due to any reason, the safety of life, vessel or the
below 5 NM environment.
 If unable to maintain a CPA of
at least 2 NM at a minimum
TCPA of 20 minutes

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5.1.7 TSS & Routeing schemes

Consistent with good seamanship and the ROR, established sea lanes and TSS
must always be used.

All Masters and Navigating Officers on US Calling vessels are reminded of requirements of 33 CFR 164.13,
wherein vessel is to remain on hand steering whilst underway in:
TSS Safety Fairway Anchorage Ground Area within one-half NM of any US Shore

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 5.6 Navigation in Restricted Visibility
 Notwithstanding the above, the vessel shall not
 A minimum visibility of 1 NM or the local arrive or depart a port or berth in restricted visibility
port regulations whichever is more if the Master feels it is unsafe to do so.
stringent shall be complied with when
arriving / departing port or berth.  If visibility deteriorates during the passage, Master
should not hesitate to abort the maneuver
 A breach of this requires express office
approval and carrying out of a risk  The OOW shall also reconfirm that the following
assessment equipment is fully operational:
• Search light
• Aldis lamp

The Watch Officer must notify the Master immediately if restricted visibility is
encountered or expected or deteriorated due to any reason, below 5 NM

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.

5.2 PRE ARRIVAL AND DEPARTURE

Procedures while entering and leaving port must be complied Prior arrival and departure any U.S.
in accordance with checklist (S-5.7C) to be completed byPort, tests must be carried out as
the OOW in adequate time,(but not more than 12 hours) per US CFR 33, Rule 164.25 and an
entry to the effect must be made in
prior arrival. the Deck Log Book.

 When any defects / deficiencies are observed prior arrival

port, Company must be informed immediately.
 After discussing with company, the relevant port authorities
shall be immediately notified.
 Due diligence and care shall be exercised, including, the use
of additional support services such as tugs, etc.
 Vessels shall not depart port with defects/deficiencies that
affect the safety of the vessel until such time that suitable
temporary or permanent corrective measures have been
taken to the satisfaction of Class and/or Flag
Administration.

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 5.7 PILOTAGE

5.7.1 Use of Optional Pilot

Except where the use of optional pilots is considered absolutely necessary to ensure
navigational safety, the decision to use optional pilots shall be taken in conjunction with
Owners and Managers.

In consultation with Pilot, the Master should decide on the

number of tugs to be employed for safe operation
Safety shall never be compromised for commercial
reasons.

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5.7 PILOTAGE

5.7.2 Master / Pilot Exchange

1. Pre Arrival Information Exchange with the pilot – Wherever possible, it is
recommended that pre arrival exchange takes place with the pilot before boarding by
sending S 5.5a C to the local agent.
2. Upon boarding of the pilot – Thorough and meaningful Master- Pilot exchange must
take place before entering and before departing port as per S 5.5b C.
3. The exchange should include but not limited to Pilot card, Master Pilot exchange,
Wheelhouse poster, any peculiarities in handling of the ship, equipment he is
authorized to operate.
4. Master to record the Pilot exchange and record as ‘’Conn with Pilot / Command with
Master’’ in the movement book.

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 VIDEO – Meaningful Master / Pilot
Exchange

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5.12 UKC Policy

Ocean and Coastal passages In Shallow Coastal / Port waters:
outside Shallow waters: (Based on Dynamic draft )
(Based on Dynamic draft ) A minimum under-keel clearance amounting to 10
per cent of ship’s static draft or one meter,
 A minimum under keel clearance of at least the whichever is greater, shall be maintained at all
vessel’s maximum static draft shall be times.
maintained at all times during the voyage

At Berth:
The greater of 1.5% of the ships extreme Breadth or 0.3 meters, or local/ port requirement.

A minimum 2 meters of If it appears that the vessel may

not be able to comply, then,
air draft clearance is to office is to be consulted and a
be maintained at all copy of the air draft calculation
times submitted for review

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 ANCHORING

Normally used in depths of up to 20 Normally used in depths of between 20

meters to 40 meters
“Dropping” or “letting go” anchor from “Walking back” anchor just above the sea
the hawse pipe or just above the water bed.
line

Normally used in depths of between 40 Vessels shall only anchor at designated

P LE A S E TA K E – 80 meters anchorages and NOT anchor outside the
N O TE
“Paying out under power” port limit unless H.O approval is obtained

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6A.9.2 Open
AnANCHORING

a) An Open Anchorage is one Vessel must not remain at anchor

In general, a wind force of BF 5
which is open to effects of wind, in 
sea and swell (not sheltered), • Wind force: 5 & above should be considered as the limiting
whether designated or non- • Wave Height: 2 mtr & above wind speed above which there is
designated anchorages. • Current: 3 knots & above increased risk of the vessel dragging
anchor.
Where the vessel is left with Well before this wind speed is
no other option, other than
expected to be reached, the Master
anchoring at open sea
anchorages, PERMISSION should consider weighing anchor and
ANCHORING AT OPEN SEA must be obtained from Head proceeding to a safe location where
ANCHORAGE IS PROHIBITED Office at least 24 hours prior vessel can drift or steam at slow speed
WITHOUT PERMISSION FROM doing so vide S-5.9C. until the weather subsides.
HEAD OFFICE.
TAKE YOUR DECISION IN AMPLE TIME !

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 ANCHORING
b) Non-designated Anchorage c) Deep water Anchorage

A non-designated Anchorage is one which is not A Deep-water anchorage is one where water depth is
marked on navigational chart by any port authority. more than 80m.
Risk shall be assessed while anchoring in such non- Anchoring in depths over 80m requires approval from
designated anchorages. Risk assessment shall take office vide Bridge checklist S-5.9C by email.
into account proximity to navigational hazards such as In general the procedure for anchoring in such deep
charted obstructions, submarine cable, distance from depths is the same as given in section 6A.9.5 (paying
shallow depths / shore, holding ground of the area, out under power).
strength of current and reliability of survey data etc. Particular care needs to be taken to ensure that the
Bridge checklist S-5.9C fulfills the requirement of this vessel’s speed over the ground is as low as possible
risk assessment. when the anchor is walked back.
It should also be verified from the Windlass maker’s
manual whether the equipment is designed for
heaving anchor from such depths.

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GUIDANCE FOR ALL SHIPS ENTERING: MALAYSIAN / SINGAPOREAN / INDONESIAN TERRITORIAL WATERS

 Increased number of vessel detentions in the Eastern portion ‘NO’ RIGHT TO INNOCENT PASSAGE
of the Singapore Strait, mainly in the waters around Bintan
Island. These waters are often misconstrued as being outside
port limits (OPL) of Singapore, but, are in fact within the
territorial waters of Indonesia.
 The local Indonesian laws require that any vessel not engaged in
an innocent passage within the territorial waters of Indonesia,
must obtain clearance from the relevant authorities. Bintan Island

 This rule also applies if the vessel is only anchored and has no
intention of visiting Indonesia to conduct cargo operations,
receive provisions/stores/supplies, or carry out crew changes.
PLEASE CONTACT YOUR RESPECTIVE QUALSAFE
 Thus, vessels undergoing ship-to-ship transfer operations, or DEPARTMENTS, IF VESSEL HAS TO ANCHOR IN
slowing down to perform commercial activities such as crew OPEN ANCHORAGE, DEEP WATER ANCHORAGE
changes, loading provisions or stores all lead to disqualification of & NON-DESIGNATED ANCHORAGE.
the right of innocent passage. (for any purpose such as awaiting next voyage
orders, bunkering, etc).
It is strongly recommended that a local agent is appointed to
facilitate the necessary liaison with the authorities.
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 GUIDANCE FOR ALL SHIPS ENTERING: MALAYSIAN / SINGAPOREAN / INDONESIAN
TERRITORIAL WATERS

“KEY TAKEAWAY POINTS”

1. The Territorial waters of Indonesia (12 NM), commence from the Base Line
marked in RED and NOT from the land.

2. The Indonesian Authorities will perceive anchoring or drifting within the

Indonesian Territorial Waters OR within waters that are shoreward of the
Baseline without permission from the harbor master,
as an illegal activity that violates the Indonesian Shipping Law.

3. Master who does not comply with the requirements shall be punished
with imprisonment of 1 (one) year and a fine of not more Rp. 200.000.000,-
(two hundred million Rupiah)".

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ZOOM IN TO SEE
THE BASE LINES

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 CASE STUDY – VESSEL ARRESTED / MASTER IMPRISONED

Please find some information associated to

anchoring in that area.

• VHF watch is also very much important.

(CH 16) as generally Bridge Team tend to
go slack on after few days. In this case
(M/V ABCD) as per the Indonesian
Authorities/Navy tried to call vessel on
VHF, but for some reason vessel did not
respond.

• Also, there was slight dragging / shifting

of position due to prolong anchorage
(which is natural).

• As per the Indonesian Navy /Authorities

vessel swinging circle was entering
the “territorial waters”
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5.3 PASSAGE
SectionPLANNING
5.3 Passage Planning

•The Master should ensure that a plan for the intended voyage is prepared before
sailing. The Passage Plan must be prepared from berth to berth for each intended
passage including shifting within a port using the company’s format – S-5.13F

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 Section 5.9 : Navigational Instruments

ARPA when used for collision The deviation curve must be made at least once a year by the
avoidance, the speed input MUST be Master or earlier if there is a consistently large deviation (5
water track and not GPS degrees or more)

VDR/SVDR must be kept ON at all times

Please and instructions for downloading should be
Please
note posted near it note
In case the auto pilot is capable of SEXTANT
steering on the Transmitting magnetic The required frequency should not be less than
compass (TMC), this should be tested one fix every month while the vessel is at sea
WEEKLY

HDOP levels shall be monitored once every watch and same to be recorded in deck logbook.
If HDOP values are above 6, GPS positions should be considered unreliable, troubleshooting to be carried out
and maker manual to be referred to. If required office assistance shall be seeked.

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5.17 NAVIGATIONAL STANDARDS

All vessels using dual ECDIS are required to carry

as a minimum small-scale charts for the trading
area (41 Charts worldwide)
Every month Master must check and verify No required if another PC has ECDIS software,
P LE A S E TA K E

the existing operating QHSE standards on with up-to-date ENCs

board vessel by using Master’s monthly
N O TE

verification checklist (S-5.17C)

A record of Notices to Mariner corrections affecting charts held on
board, including T&P notices should be maintained in Chart
Correction Log NP 133A or an equivalent system (digital records with
back up) For ECDIS use NP 133C

The Master shall conduct a verification of

In case a port is not covered by an appropriate
navigational standards using checklist
large scale ENC, the Bridge team should Be
S 5.15 C / F, within 30 days of his joining.
guided by S-5.13F Sec 2, and procure a BA / Local
The interval between 2 consecutive
Paper Chart, whichever has the large scale
audits shall not exceed 6 months

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 5.17 NAVIGATIONAL STANDARDS

 5.17.3 Navigation Audit by Office (Internal Audit):

a) Each vessel shall be subjected to “Navigational Verification
P LE A S E TA K E

assessment”. (Annually) (using checklist S-12.8C)

N O TE

b) Comprehensive Underway Navigational audits on all Tank

vessels (Annually) & Non Tank vessels (every 2 years) using
internal and external auditors. (using checklist S-12.10C)
Wherein external auditors are used, the scope of the audit shall
include, but not limited to: Definition of Underway Navigation Audits –
• Underway Navigation Audits should be carried
Vessel compliance with Company’s Navigational procedures out from port to port.
SIRE VIQ 7 Chapter 4 – Navigation
TMSA 3 Element 5 – Navigational Safety
• Audits carried out from pilot station to
Analysis and Review of vessel’s VDR data anchorage or vice versa is considered as Port
Audits.
• Underway navigation audit as a minimum
should cover, Arrival Port / Departure Port and
Navigation watches at sea.

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1. The Company requires a minimum CPA of 2.0 NM in open waters at all times. If this minimum
CPA cannot be maintained for any reason, the OOW should inform Master immediately but in
no case less than 20 minutes to CPA (TCPA = 20min).

2. When the vessel is NOT in open waters, the CPA distance and TCPA time may have to be
reduced by the Master depending on the prevailing circumstances and conditions such as the
size and draft of the vessel, traffic density etc. Any changes to the CPA and TCPA should be
recorded in the Deck log book and duly handed over to the next Watch keeper. Masters must
record the same in the Night orders if such action is carried out in the hours of darkness.

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  Following logs must be maintained so that the full voyage can be reconstructed:
 Deck Log book (S - 5.24 L)
 Manoeuvring order book (S - 5.22 L)
 Compass error log book (S - 5.18 L)
 Anchor Watch Log (S - 5.19 L)
 Master’s night order book (S - 5.20 L)
 GMDSS Log book (Flag or MCA)
Full and proper entries should be made in the logbooks as per instructions provided in the front.

The Master and Chief Officer must check the entries at noon of each day and confirm that all the facts recorded in the logbook are true and
accurate by countersigning the relevant sections of the logbook.

As Certain Flag States do not issue an Official Logbook, mandatory logbook entries required by Flag State rules must be made in the Deck
Logbook.

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Section 5.15 ECDIS

ENCs are the only charts that may be used for primary navigation in place of paper charts.

An ENC should be used for navigation only at scales within the usable range scale.
This is generally 2 X times ‘zoom in’ or ‘zoom out’ from the compilation scale.
Please
E.g. ES40445 is built in Compilation Scale of 1: 45,000 and should be used only note
between range scales of 1: 22,000 to 1 : 90,000

Accuracy of ENCs is as good as the accuracy of the surveys. Accuracy of surveys has been
classified into six category levels i.e. A1, A2, B, C, D and U. A1 is the best and D is the worst.
U means unassessed, hence its accuracy can’t be judged.

All ENC updating and AIO installing should be done in port or in open
waters and preferably one ECDIS at a time. At times it has been observed Please
that some errors in ECDIS functioning take place during updating note

36
 Transition for paper navigation to paperless
Section 5.15 ECDIS navigation
Dual Independent ECDIS fitted onboard with
Approved ENC (S57/SENC) charts
Recommended Settings ↓
1.Safety Contour: Same as safety depth
Safety Depth: Vessel’s dynamic draft (static draft + allowances for squat, roll, Generic TrainingMaster and all navigating officers
pitch and heave) + 10% of maximum static draft or 1 metre, whichever is greater have attended IMO 1.27 model course(as revised).
+ depth inaccuracy as defined by the CATZOC rating – Height of Tide (where
applicable). ↓
Shallow Contour: Vessel’s max. dynamic draft (i.e. static draft + allowances for Type Specific Training Master and all Navigating
squat, roll, pitch and heave) + depth inaccuracy as defined by the CATZOC rating Officers have undergone Type specific ECDIS
– Height of Tide (where applicable).
training.
Deep Contour: The sum of the current maximum static draft and maximum
dynamic draft. ↓
5.Safety Height: Air draft + Height of Tide + 2m
ECDIS is included in SEQ certificate as primary
ECDIS is critical equipment and failure of ECDIS affects the means of navigation
Safety of Navigation immediately. Hence mock up table top ↓
drills must be conducted once every 3 months for ensuring Minimum period of 1 month with complete up-to-
Contingency measures are immediately taken. Record shall date paper charts as back-up for the voyage.
be made in the deck log book regarding the mock up drill ↓
conducted. Completion of the MoC process for paperless
navigation.

37

Section 5.15 ECDIS

Some important Points to Remember
‘TYPE APPROVAL CERTIFICATE’
Please remember the Type Approval
needs to be valid:
- As guided by MSC.1/Circ.1221 of 11
December 2006

1) On Date of Installation or Date of

ECDIS Software Upgrade done for
compliance requirements ( eg For. S
52 PL Edition 4.0 compliance)
whichever is later.
2) It does not have to be valid on
current calendar date.

38
 NAVIGATION COMMITTEE
The aim is to reduce and in the long run eliminate
navigational incidents in the fleet.

The committee has been empowered as follows :

1) Authority for removal of Master and Deck officers from a

vessel if they are not up to the mark.
2) Screening of Masters and 2nd officers joining their
vessel.
3) To ensure Master and deck officers on their vessel are EMAIL ID:
properly and adequately trained. fleet-navcom@fleetship.com
4) Ensuring vessels do not navigate on scanned charts.
5) Enforce timely servicing of navigational equipment.
6) Authority to enforce rectification of other navigational
issues which in their opinion is important.

39

Precautions for ports and areas posing particular navigation &

Annex 5.3 A weather related hazards

• Navigational hazards at these ports & areas include but are not limited: shallow / unreliable depths,
inadequately surveyed sea bed, limited manoeuvring room, extreme weather conditions (including any known
local weather phenomena), strong currents, freak waves, inadequately marked channels / missing navigational
aids and poor traffic control.

• Masters of vessels that are planned to call at any of these ports or transit these areas are to pay particular
attention to the vessel’s navigation, and alert the Navigation Committee (fleet-navcom@fleetship.com)
and their respective technical groups with the vessel’s itinerary, where necessary to obtain updated
information.

• Masters should refer to the ‘Port Information’ section in PARIS, where navigational hazards specific to these
ports and areas are detailed.

• To facilitate this, an automatic message has been programmed to appear on screen when the name of one
of these ports is typed in to the itinerary for the next voyage.

40
 Annex 5.3 A Precautions for ports and areas posing particular navigation &
weather related hazards

41

Navigational Risk Assessments will be

required for following conditions:

1) When calling Critical Ports and areas

2) Any issue with navigation equipment.
3) Expected breach of company UKC policy.
4) Expected breach of company Air draft policy.
5) Inadequate navigational information about a
port/berth.
6) Non availability of ENCs .
7) ENC Available is not of Appropriate Large Scale
8) Loss of Mandatory sensors to ECDIS
9) Single / Dual ECDIS Failure

42
 Navigational Risk Assessments will be
required for following conditions:

10) Sec 14B / 14 C / 14 D of passage plan has a

CATZOC associated UKC Warning

11) Navigational hazards at ports which may include

and not be limited to shallow / unreliable depths,
inadequately surveyed sea bed, limited manoeuvring
room, extreme weather conditions, strong currents,
inadequately marked channels/ missing nav aids and
poor traffic control.

12)In case of Open/Non-designated and Deep-Water

anchorages.

43

Thank you.

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 this text box,
please note that Standard Manoeuvres
you may be
tested on these
items during final PLEASE TAKE NOTE
assessment

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TURNING CIRCLE
Advance Final Diameter
Distance gained toward the Is defined as that internal
direction of the original course diameter of the ships turning
after the rudder is put over. circle where no allowance
has been made for the
Transfer decreasing curvature as
Distance gained perpendicular
experienced with the tactical
to the original course after the
diameter
rudder is put over.

The greatest diameter scribed by the

vessel from starting the turn to completing
the turn (ship's head through 180°) is the
tactical diameter.

The Turning circle of a VLCC in Loaded

Condition is same at Full Speed and at P LE A S E TA K E N O TE
Slow speed.
2
 ZIG-ZAG MANOEUVRE
Zig – Zag Test is to check the ship response in
changing its course in effect to a given rudder angle
along with the variation in Yaw rate. It is also a
measure of the path stability of a ship, the more it
takes time and effort to change its heading, it is said
to be ‘stable by path’. Vice-versa is path changing-
ability.

Zig-Zag Manoeuvre
A zig-zag test is performed by applying a specified
rudder angle (10 degrees for 10/10 zig-zag test and
20 degrees for 20/20 zig-zag test) to an initially
straight approach (“first execute”).
Once change of heading has reached this specified
value (10 degrees or 20 degrees, respectively), the
rudder is then immediately deflected to the opposite
side with the same angle.
3

CRASH STOP
P LE A S E T A K E N O TE

Stopping Test (Crash Stop)

The stopping test must be performed starting from the test
speed (not to be less than 90% of the speed corresponding to
85% of MCR). Once this speed is achieved and all the relevant
machinery is operating in steady state, the “full astern”
command
is given from the engine control position on the bridge. The test
is considered to be completed when the vessel speed is zero.

The Stopping Distance of the vessel depends upon the

Displacement , speed and UKC of the vessel.

4
 Thank you.

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Bridge Manoeuvring Console

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 MAIN ENGINE LOAD UP / LOAD DOWN PROGRAM

 When the telegraph is put from FULL to NAV FULL , the

acceleration of main engine is then controlled gradually and not
instantly as per the moved position of the telegraph.
 Indicator lamp of LOAD PROGRAM lights up during this
command.
 For reducing the speed of Main engine, the telegraph is put from
NAV FULL to FULL .
 when situation demands instant reduction or acceleration of Main
Engine to and from NAV FULL, a PROGRAM BYPASS switch
if pressed will by-pass the LOAD PROGRAM for reducing or
increasing the revolutions and would thus bring the main engine
speed instantly to the desired position set by the Telegraph
 By pushing again the PROGRAM BYPASS switch the normal
operation can be restored.

MANUAL / AUTOMATIC EMERGENCY

MAIN ENGINE SHUTDOWN
Manual Emergency Shutdown Procedure: Manual Emergency
shutdown of a main engine is provided generally at following
locations e.g. Bridge, Engine Control room and the Engine side.
Manual emergency shutdown can be operated from any of the
positions regardless of the control position for operating the Main
Engine.
Automatic Emergency Shutdown Operates Irrespective Of
Control Position: Automatic Emergency Shutdown is provided for
safety in case of Overspeed and few other parameters exceeding
permissible limits
Once Automatic Emergency Shutdown is activated, the alarm of
EMERGENCY SHUTDOWN is given and the indicator lamp
flickers on the Main Engine operating panel. Automatic Emergency
Shutdown
3
too operates irrespective of the control position.
 MANUAL / AUTOMATIC EMERGENCY MAIN ENGINE
SHUTDOWN – RESETTING
When Main Engine Stops, Move Manoeuvring Handle To STOP Position:
When main engine stops due to emergency shutdown or automatic shutdown
device, always first move the manoeuvring handle in control room to STOP
position to ensure the safety of the vessel.
To Reset Emergency Shutdown, The Telegraph On The Bridge Must Be
Put To STOP Position: In case of an automatic emergency shutdown it must
be borne in mind that main engine is automatically shutdown by fuel cut-off
due to overspeed, low lube oil pressures, high temperatures of thrust pad. For
resetting an emergency shutdown the telegraph on the bridge must be put into
STOP position and Emergency stop button should be pressed in the control
room to reset it.
Auto Emergency Slow Down Alarm Can be Cancelled To Keep Engine
Running: AUTO EMERGENCY SLOW DOWN ALARM for the main engine
functions similar to the AUTO EMERGENCY SHUT DOWN and thus same
can be cancelled if required by the circumstances, which keeps running the
engine as per telegraph order and does not slow it down.
4

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you.

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 IN THIS 3 DAY COURSE, WE
WILL LEARN AND
UNDERSTAND THE BRM
ELEMENTS IN DETAILS

For Simulator sessions, class will be

divided into Teams of 4 members.
(Team 1 / 2 / 3 / 4 )

Attendance will be taken before

lunch.
Test & Feedback conducted in the
end.
Certificates to be collected during
joining (PDOS), from respective FPD.

2
The Art of Ship
Handling

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Learning Objectives
Recognize the various internal
forces affecting movement of a
ship through water
Identify the different elements
that affect handling of a ship
Identify various environmental
factors that affect ship-handling
Comprehend the basic terms
associated with ship-handling

2
 Ship Handling

It is a combination of Art and Science

“The mark of a great ship-handler is never getting into a situation that requires
great ship handling.” Fleet Admiral Ernest King
How to become a Competent ship handler
 Good ship handling is
based on experience  Understand forces that
influence ship’s movement
 The behavior of the ship
under various influences  Ability to use forces to your
can not be predicted but advantage
being aware of what might  Know the maneuvering
be expected gives an characteristics of your ship,
opportunity to anticipate effects of propellers and
rudders, effects of various sea
conditions

Underwater hull
geometry
• Length to beam (L/B), beam to draught (B/T), block coefficient, prismatic
coefficient (ratios of the ship’s volume of displacement against the
volume of a rectangular block or a prism) and location of longitudinal
centre of buoyancy, all give an indication of how a ship will handle.
• High values of L/B are associated with good course directional stability.
Container ships are likely to have an L/B ratio of approximately 8, while
harbour tugs, which need to be able to turn quickly and where course
stability is not required, have a value of 2.5 to 3.
• High values of B/T increase leeway and the tendency for a ship in a
beam wind to ‘skate across the sea surface’. A B/T ratio of over 4 is
large. Most merchant ships have a B/T ratio in the range of 2.75 to 3.75.
A 22-metre fast motor yacht will have a B/T ratio of about 5.75.

4
 Underwater hull geometry –
Contd….
• Ships with large block and prismatic coefficients have poor course
stability and a readiness to turn. When turning, they will do so
easily. Large tankers have these characteristics.
• Ships with a large protruding bulbous bow are likely to have their
longitudinal centre of buoyancy far forward. As a result, the ship will
show a tendency to turn.

S hip H andling
Three Basic Competencies as a Thrusters Banks
Ship handler

Planning - Knowing, Wind

visualizing and Current
describing what you
want to do Ship handling is the
Situational Awareness - Tugs proficient use of forces Lines
Using visual cues and to control position and
other info to assess the movement of a ship
safety of your position
and movement Engines
Toolkit - Knowing how Rudder
to make the ship do
what you want it to Anchors
Using the forces Shallow Water

6
 Propellers /
Rudders
R udder P ropeller
s : Primary means of
Rudders s from the use of the
Forces resulting
controlling the stern propellers:
•Forward (or reverse) thrust
•Side Force
Thrust

Side
Side Force Force
Rudder Force
Bottom
7

Propellers
Single Screw Vessels with Fixed
T W IN S C R E W S H IP S
Propellers:

 Right Handed Propeller going  Opposing propellers give

stern, the bow will swing to greater control and cancel “side
starboard force”
 Starboard screw turns clockwise
 Left Handed Propeller going and port counterclockwise
astern, the bow will swing to  Increased maneuverability
Port
 Handling differences as
 The Effect when going astern compared to a single screw ship
is more pronounced

8
 Thrusters
Thrusters are most effective when the vessel is not making way
BOW THRUSTER APU

090

TWO UNITS EACH 360

DEG INDEPENDENT
ON - OFF ONLY

Transverse Thrust
This is caused by the asymmetrical water
flow through the propeller disc, caused by
the proximity of ship’s hull.
The stream of water at the top of the
propeller exerts a pressure on one side of
the ships stern there by causing the bow to
swing to one side
This effect is reduced or negligible once the ship
gathers headway and the rudder force is
stronger

1
0
 FORCES

To understand ship handling, we must first look at all the

forces that affect a ship

Controllable Forces Uncontrollable Forces

– Engines – Wind
– Propeller/s – Current
– Rudder/s – Sea
– Auxiliary Propulsion
– Pier space
– Anchors
Shallow Water Effects
– Tugs
- Squat
– Mooring lines
– Bank Cushion/Suction

1
1

Pivot Point
Two forces acting while making headway:
Forward momentum of the vessel
Longitudinal resistance created by the
water
THE ABOVE 2 FORCES MUST
ULTIMATELY STRIKE A BALANCE AND
THE PIVOT POINT MOVES FROM ITS
CENTRAL POSITION]

VARIOUS FORCES INVOLVED ARE:

 HEADWAY or STERNWAY Center Lateral Force Lateral Force
of Forward at Stern Sternway
 TRIM Headway
Lateral Pivot Point Pivot Point (Resistance
 RUDDER Resistance Moves Aft Moves Fwd (Resistance at Stern)
at Bow) Pivot Point
 TRANSVERSE THRUST Pivot Point Moves Aft
 BOW THRUST Moves Fwd
 TUG THE SHIFTING NATURE OF THE POSITION OF THE
 INTERACTIVE FORCES
PIVOTING POINT HAS AN INFLUENCE ON THE
VARIOUS FORCES INVOLVED IN THE TURNING OF
 FORCES OF WIND AND TIDE THE SHIP or VICE VERSA

1
2
 Forces which affect the location of the
Pivot Point

DIW - BOTH SLOW STERN

TUGS WAY - FWD
EQUAL TUG HAS
LEVERAGE MORE
PIER PIER PIER LEVERAGE

SLOW HEAD
WAY- AFT TUG
HAS MORE
LEVERAGE

1
3

1
4
EFFECTS OF
WIND AND CURRENT

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Effects of W ind

Wind has two effects on the ship :

DRIFT TURNING MOMENT

The effects are more pronounced when proceeding at slow

speeds.

2
 W ind
When wind blows against a ship, she will be affected by a
force which is equal to square of the velocity of wind

Magnitude  V2

F wind =k x A x V2

Where:

V = relative velocity of the wind in m/sec

A = the windage area in m2

k = is a constant

Centre of windage area

Effect of Wind on a Ship which is EVEN KEEL & STOPPED --
Beam wind

•The funnel acts like a

huge sail along with large
area of the
superstructure & funnel
Center of wind pressure (W) depends on the area
of the ship exposed.
• Center of wind
pressure close to the
Turning lever is created between Position of the
pivot point.
pivot point and centre of windage area
• Result: Ship not turning
and stopped with wind
on the beam or just abaft
the beam.

4
 Effect of W ind
Even Keel / Headway / Beam wind Even Keel / Sternway / Beam wind

• Pivot point moves forward: Turning lever between P • With sternway, wind effect is less predictable and
and W and the ship swings to port. more complex.
• When approaching the berth, the vessel’s speed • Pivot point moves aft creating a different turning
decreases and the wind effect gets greater: it lever:
requires considerable corrective action. • Stern seeks the wind.
5

Effect of W ind
Effect of wind / Trimmed vessel / Headway / Beam Effect of wind / Trimmed vessel / Sternway /
wind Beam wind

Trimmed vessel: • Performance when backing is seriously altered

a) W moves forward and very close to P • The bow wants to fall off rapidly
b) the turning lever is reduced and the vessel has • The stern seeks the wind
tendency to fall off • When berthing with beam wind: ship difficult to hold in
c) ship difficult to keep head to wind (SBM mooring position
operations) • Always try to use the wind to your advantage
: »poor man’s tug »

6
 Current

When navigating in coastal/narrow waters, there may be a considerable difference between the CTS and the CMG Especially
when the ship is proceeding at slow ahead.
The force applied by current is determined by the
formula:
F current= k x L x d x V2
F = force in tons
k = constant (0.033 for deep water)
L = ship’s length in meters
d = draught in meters
v = velocity of the current in meters/sec

Inshallow waters: k is greater and thus the force of the current will be greater, hence force required to counteract it will also be
greater

This is because in shallow water the body of the water moved on the current finds it increasingly difficult to ‘escape’ through the
space between the bottom of the hull and the seabed. This difficulty increases exponentially as the space under the hull
decreases.
7

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you.

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 Shallow water
Effects

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Squat Effects

The squat effect is the hydrodynamic phenomenon by which a vessel moving quickly
through shallow water creates an area of lowered pressure that causes the ship to be
closer to the seabed than would otherwise be expected.

2
 Squat Effects

Increased Flow Velocity under keel results in

decreased static pressure around hull. This
causes a depression in the area around and
under the ship resulting in Sinkage and Squat.

Squat and Sinkage are exaggerated (~ x2) in

shallow water and/or in a confined channel.

Squat Effects

Squat effect is approximately proportional to the

square of the speed of the ship. Thus, by
reducing speed by half, the squat effect is
reduced by a factor of four.

Squat effect is usually felt more when the

depth/draft ratio is less than four, when sailing
close to a bank.

4
 Squat Effects

Defining value of block coefficient (0.7) ,

 If the block coefficient is 0.7, the vessel

will squat bodily.
 If the block coefficient is less than 0.7,
the vessel will squat by stern.
 if the block coefficient is more than 0.7,
the vessel will squat by bow.

Bank Effect

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 Bank Effect

Bank effect
Its a Hydrodynamic interaction
between vessel and bank of a
confined channel or river.

Bank effect refers to the tendency of

the ship’s bow swinging away and
stern to swing towards the nearer
bank the ship is operating in a river or
restricted waterway at the point of
maximum water velocity.
7

Bank Cushion

Bank Cushion
• When the ship is near the bank, the
water is forced between the narrowing
gap of the ship’s bow and the bank.
• This water tends to pile up on the
forward side in between ship and bank,
causing the ship’s bow to sheer away
from the bank.
• A wedge of water between ship and
bank builds up forcing bow out sharply.

8
 Bank Suction

Bank Suction
• There is a decrease of water level near the
quarter of the vessel, due to suction effect of
the propeller to the bank, which draws stern
closer.

• Both Bank Cushion at bow and suction at

side and stern together, cause sheer towards
opposite bank

VIDEO

10
 Due to sudden
Consequences – Bank effect change in Ship’s
heading.
Grounding
Grounding may take place on the other side of
the bank.

Collision
Collision may happen with another vessel
coming down or being overtaken.

Allision
Allision with the shore structure, buoy or berth
may take place due to sudden change of
heading towards other side of the bank.

11

Avoiding Action – Bank effect

BANK

+ - - - - - -
+
+ Ship holds
+ - - - - - - heading with
right rudder
Bank Cushion
Bow Repelled
Bank Suction
Hull Drawn in

Hydrodynamic interaction
In a narrow channel, beware of the risk of Bank effect (Bow Cushion/Bank suction) in
case vessel is close to the edge of the channel. Monitor course to maintain the vessel
close to the centre of the channel. Slackening speed is effective way to reduce
immediate effect of hydrodynamic interaction.

12
 Avoiding Action – Bank effect

Position monitoring‐
Monitor ship’s position closely using all available bridge
resources such as ECDIS, RADAR, GPS and Visual Aids. Use
route monitoring and X‐track alarm settings appropriately, in
addition to visual fixes, to maintain the vessel close to the
center of the channel.

Bridge team interaction during Pilotage ‐

Monitor Pilot’s actions and vessel’s passage closely. In case,
vessel deviates from the planned track, do not hesitate to
intervene with the Pilot to bring the vessel back on track.
Remember that the Master and Bridge team has the
ultimate responsibility for the safety of navigation of the
vessel.

13

Hydrodynamic
Interactions

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 Ship Interaction when Navigating in a Channel

INTERACTION takes place when a ship gets too close to another ship, when it gets too close to
the seabed or riverbed, or when it gets too close to the bank of a channel or river.

Interaction can therefore be thought of

as: –
• Ship to Ship Interaction
• Ship to seabed (Squat); and
• Ship to riverbank (Bank Effect).

15

Hydrodynamic Interaction between ships

Head on in a narrow channel

16
 Hydrodynamic interaction on ships - Video

17

manoeuvre: when Ships meeting ‘Head on’ in a Narrow Channel

1. The ship’s speed should be reduced to the minimum speed i.e. steerage way (e.g.
Let’s watch a Video to understand this
slow ahead);
manoeuvre
2. When the ships are about a ship’s length from each, both vessels put the rudder to
starboard (hard a starboard in order to make the ships turn) and then ease the
rudder;
3. When the bows of the ship are level with one another the excess pressure
between the bows keeps them apart, at this time helms are put to port to bring the
ships parallel to the centre-line;
4. Engine RPM is increased (half ahead) and the rudders are put to starboard in
good time to counteract suction from the channel bank;
5. When the ships are alongside each other they will both be affected by the
cushion-effect from the channel bank and make a turn to port;
6. When the ships are abeam of one another this port turn must be controlled and
stopped with the rudder
7. When the stern of the ships are abeam of each other, engine RPM is increased to
full ahead and the ships will move towards the centre line of the channel while
the rudder is used to the extent that is necessary in order to bring them back to the
centre line.
18
 Overtaking in a Narrow Channel

 Overtaking in a narrow channel is inevitably Failed overtaking of another ship in a canal

performed at close quarters and for this
reason, should as far as possible not be
attempted.
 If it is executed, both ships should carry out
the correct and necessary manoeuvres on the
rudder in good time.
 These manoeuvres may be extremely
dangerous, as the overtaken ship may go out
of control on account of her reduced speed
and consequential lesser rudder effectiveness.

19

Hydrodynamic Interaction between ships Overtaking

in a narrow channel

20
 General precautions when Overtaking in a Narrow Channel

 The effects on the overtaken ship is very large at close quarters, and the overtaken ship may get
out of control.
 Distances between the ships: ‘under a ship’s breadth’ is considered dangerous.
 The overtaking ship is, considerably easier to keep under control.
 If the two ships are at same speed, interaction is slower and there is time to counteract them.
 If the difference in speeds is large, the effects will change quickly so that the ships will not have
time to go into a noticeable turn.
 The most dangerous situation, therefore, seems to be somewhere in between these two
extremes. This situation cannot, of course, be determined exactly, but it appears that differences
in speeds of 20-30% are especially dangerous.

Generally, a quick overtaking, i.e. at a large difference in speed, should be aimed at.

21

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you.

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