2026 Bridge Team Checklist: All Roles Procedures

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Detailed checklist guiding bridge teams with updated 2026 standards and rules

This checklist serves as a valid reminder for the entire bridge team from master to cadet, ensuring consistent procedures and safety standards across all watch-keeping ranks during navigation operations, and is based on the latest requirements and amendments coming in 2026.

Q: Who should use this bridge team checklist?
A: Every member of the bridge team from master through chief officer, second officer, third officer, to cadet—each role carries specific responsibilities requiring systematic verification procedures.

Q: Why are checklists critical for bridge operations?
A: Human memory fails under pressure. Checklists ensure no critical step is missed during routine operations, watch changes, equipment checks, or emergency situations.

❕ Important: Navigation safety depends on systematic procedures. Random checks or memory-based operations create gaps where accidents happen.

NAVIGATION SAFETY GUIDANCE

Practical navigation safety procedures form the backbone of every vessel's safe operation, translating regulatory requirements into daily bridge routines that protect crew, cargo, and vessel.

These procedures must be documented, understood, and executed consistently by all officers regardless of rank or experience level.

Core Navigation Safety Elements:
• Allocation of bridge watch keeping duties and responsibilities
• Procedures for passage planning and navigation including departures from plan
• Chart and nautical publication update and correction procedures
• ECDIS procedure including chart and software updates
• Procedures ensuring all essential navigation equipment and main/auxiliary machinery available and operational
• Ship position reporting procedures
• Accident and near miss reporting procedures
• Recording of relevant events and Voyage Data Recorder policy
• Use of BNWAS modes (automatic, manual, on, off) with correct operation procedures
• Bridge access and distraction prevention procedures
• Procedures for familiarisation and effective handover when crew changes occur
• Training and drill requirements
• A system for identifying particular training needs

✔ Tip: Company navigation procedures should be posted on the bridge for immediate reference during operations.

ECDIS OPERATIONAL PROCEDURES

Electronic Chart Display and Information Systems demand specific operational protocols beyond basic navigation knowledge, requiring systematic configuration management and contingency planning.

Officers must understand not just how to use ECDIS, but how to verify its settings match passage plan requirements and what actions to take when systems fail.

Essential ECDIS Procedures

Planning and Execution:
► Voyage planning and execution validation
► Watch-keeping with ECDIS configuration confirmation
► Ensuring against over-reliance on ECDIS
► Chart Maintenance tracking and logging
► Departure and Arrival checks systematic execution
► ECDIS failure and backup system activation procedures
► Safety settings verification before each leg

Display Configuration:
• Use and reliability of CATZOC assessment
• ECDIS display layers for various navigation conditions
• Managing manual layers ensuring current important information available and out-of-date material archived or removed
• Display T&Ps NMs and use of AIO function
• Where no appropriate safety contour available on ENC
• Depth contour shading: two shade versus four-shade selection
• Define XTC for various sea areas (pilotage water, confined waters, coastal waters, open water) for each leg
• Post voyage review incorporating discovered hazards or useful information into future passage plans
• Route validation systematic execution
• Protocol for naming and identifying saved routes to avoid selecting incorrect route
• Frequency of, and preferred method for, position verification while using ECDIS

❕ Important: Where ECDIS is the primary navigation means, it must be clearly stated in company SMS policy.

ECDIS Failure Checklist:
A checklist with clear instructions on how to deal with sensory input failure of ECDIS and how it may affect safe navigation should be kept on bridge at all times.

❔ Did you know? If an ECDIS alarm must be disabled for any reason, this should be recorded on a formal tracking form handed over to subsequent watches and approved by master.

ANCHORING PROCEDURES CHECKLIST

Anchoring operations demand careful planning and execution, with procedures covering everything from anchorage selection through emergency deployment scenarios.

These procedures must be incorporated in navigation procedures and provide systematic guidance for the bridge team.

Anchorage Selection:
• How to select good anchorage location
• Planning anchoring position and approach in different weathers and visibility conditions
• Bridge team management during anchoring
• Traffic density assessment
• Negotiating overcrowded anchorages with additional collision risks
• Safety of swing room calculations
• Under keel clearance verification

Anchor Watch Procedures:
► Keeping safe anchor watch including position-keeping
► Proper use of radar and GPS guard rings/alarms
► OOW use of main engine authorization
► Minimum requirement for master's Bridge Orders
► When to have engineers on stand-by, engine room manned, main engines on standby or ready for immediate use

Cable and Equipment Management:
• Amount of cable and scope calculations
• Holding ground assessment
• Anchor holding power evaluation
• Proximity of shoreline considerations
• Dangers of dragging anchor recognition
• Risk of collision and grounding prevention
• When vessel in ballast condition, use of additional ballast
• Use of two anchors determination
• Limitations on anchoring equipment under heavy stress
• Use of anchors in emergency
• Deep water anchoring procedures

Emergency Anchor Protocols:
► Recognising when dangerous situation developing at anchor and when to move
► Taking early and effective action
► Factors affecting vessel when at anchor in heavy weather including yawing and snatching
► Putting to sea in advent of adverse and severe weather

MASTER'S STANDING ORDERS

Standing orders translate the master's expectations into written directives that guide officer decision-making throughout every watch period, creating consistency across the entire bridge team.

These orders must be explained to all deck officers, with bridge order books completed by master and countersigned by officers.

Standing Orders Content Requirements

Critical Elements:
• Detail of visibility criteria
• Calling the master procedures
• Minimum CPA and TCPA settings
• ECDIS display layers for various navigation conditions

❕ Important: Master shall clearly highlight potential safety risks involved in VHF radio communication between vessels and reliance on AIS communication information for collision avoidance purpose.

✘ Do not: Use VHF or AIS text facility for collision avoidance purpose.

Master Call Requirements:
Master shall be called if vessel is needed to exit the XTC.

Standing Orders Compliance:
► Master should explain particular requirements to Bridge team in Standing Orders
► Orders should be drafted to support SMS
► Company and Masters' Standing Orders read by all Bridge Team members upon joining ship
► Orders should be signed and dated by all officers
► Copy of orders should be available on bridge for reference

Daily Bridge Order Book

Beyond standing orders, specific instructions needed at minimum daily intervals.

Daily Order Requirements:
• Master writes in bridge order book what expected of OOW for that period
• Orders signed by each OOW when taking over watch
• Signature confirms they have read, understood, and will comply with orders
• OOW should brief other Bridge Team members as appropriate on activities or requirements for forthcoming watch

MANOEUVRING INFORMATION AND BRIDGE LOGS

Accurate record-keeping and manoeuvring information display enable informed decision-making during critical operations, providing both reference data and legal documentation.

For all ships 100 metres length and over, and all chemical tankers and gas carriers regardless of size, pilot card, wheelhouse poster, and manoeuvring booklet should be provided.

OOW Familiarisation:
OOW should be familiar with handling characteristics and stopping distances of ship. Additionally, OOW should know how these characteristics affected by current and anticipated machinery status.

Manoeuvring Information Display:
Information regarding manoeuvring characteristics should be recorded on:
• Pilot Card
• Wheelhouse Poster
• Manoeuvring booklet

Bridge Logbook Requirements

All ships engaged on international voyages shall keep on board record of navigational activities and incidents including drills and pre-departure tests.

Logbook Entry Type	Recording Requirement
Navigation Information	Positions at regular intervals, method of position fixing, courses steered, allowances for compass error, leeway and set
Daily Course Record	Course, distance and speed made good, course and distance to go completed daily
Weather Observations	Full set of routine weather observations with sea and swell conditions entered at end of each watch
Severe Weather	Details of severe weather met during voyage and action taken
Cargo Conditions	Full details of any matters which might affect cargo and its condition

Radar Performance Book

Quality of radar picture needs checking regularly, which may be done automatically using performance monitor.

Radar Performance Recording:
Performance of radar(s) when operational should be checked and recorded by OOW at end of each watch unless this contradicts makers recommendations. Numeric, percentage, graphical, or other measurement value should be recorded.

CHANGE OF WATCH PROCEDURES

Watch handover represents a critical vulnerability period where information gaps create accident potential—systematic procedures eliminate these gaps through structured communication.

Before taking over navigation watch, incoming officer should positively confirm ECDIS configuration against passage plan requirement. Outgoing officer should highlight any changes to ECDIS configuration outside passage plan parameters.

ECDIS Alarm Management:
If ECDIS alarm must be disabled for any reason, this should be recorded on formal tracking form to be handed over to subsequent watches and approved by master.

ECDIS Configuration Documentation:
The communicated ECDIS configuration by officer of watch should be documented. Change of Watch at Sea checklist should be used required by SMS.

✔ Tip: ECDIS display setting should be incorporated into Change of Watch at Sea checklist.

PRE-SEA AND PORT ENTRY CHECKS

Operational checks on navigational equipment should be undertaken when preparing for sea and prior to port entry or as required by SMS.

❕ Important: Before entering restricted or coastal waters, check that full control of engine and steering function is available.

Pre-Departure Checklist:
► Test all navigation equipment operational status
► Verify steering and engine control systems
► Confirm passage plan loaded and validated
► Check ECDIS safety settings match passage requirements
► Verify VHF and internal communication systems
► Confirm anchor readiness if entering restricted waters
► Test BNWAS operational status

DAILY EQUIPMENT TESTS AND CHECKS

Daily tests and checks of bridge equipment should be undertaken systematically, ensuring all critical systems remain operational throughout the voyage.

Manual Steering Tests:
Manual steering should be tested at least once per watch (as per Checklist B1 of BPG).

Compass Error Checks:
• Gyro and magnetic compass errors checked and recorded at least once watch when possible
• Synchronisation of all compass repeaters including repeaters at emergency steering position regularly checked

Electronic Equipment Verification:
► To ensure adequate performance, information from electronic equipment always compared and verified against information from different independent sources
► All available positioning systems and sources (GNSS, DGNSS, satellite communications terminals with integrated GNSS, terrestrial radio navigation aids) cross checked

Equipment Communication Verification:
Checks should confirm equipment functioning properly and successfully communicating with any other bridge system to which it connected:
• Built-in test facilities used frequently including alarm self-test functions
• Configuration settings checked and confirmed in accordance with SMS and passage plan
• Operational settings and alarms correctly set and checked on equipment and/or BNWAS

MASTER-PILOT INFORMATION EXCHANGE

The pilot and master should exchange information regarding pilot's intentions, ship's characteristics, and operational factors as soon as practicable after pilot has boarded ship.

For effective master-pilot information exchange, use should be made of MPX checklist. It is essential that MPX result in clear and effective communication.

MPX Checklist Coverage

Documentation Requirements:
• Presentation of completed standard Pilot Card
• Pilotage plan and circumstances when deviation from plan may be required
• Any amendments to plan agreed, and any changes in individual Bridge Team responsibilities made before pilotage commences

Local Conditions Update:
► Updates on local conditions such as weather, depth of water, tides and tidal streams
► Update on traffic conditions
► Ship's dimensions and manoeuvring information provided in form of Wheelhouse Poster
► Manoeuvring booklet containing more detailed information also available on bridge

Ship-Specific Information:
• Any unusual ship handling characteristics
• Machinery, navigational equipment and crew limitations that could affect safe conduct of pilotage and berthing
• Information on berthing arrangements including use, characteristics and number of tugs, mooring boats, mooring arrangements and other external facilities

Contingency Planning:
► Contingency plans should be considered
► These should identify possible abort points in event of malfunction or shipboard emergency
► Formal confirmation of working language

UNDER KEEL CLEARANCE AND AIR DRAFT

Vessel's manager should produce guideline for under keel clearance and air draft clearance. Inspector should verify accuracy of UKC calculation.

UKC Policy Requirements:
UKC policy should incorporate:
• Minimum allowed under-keel clearance for both coastal, river navigation and while alongside
• Guidance on action to be taken in shallow water to ensure minimum clearance maintained
• Required minimum air draft for passing under bridges or overhead cables defined by vessel's manager
• Vessel's manager's guidelines covering calculation of Dynamic Under Keel Clearance (DUKC) and air draft
• UKC Calculation on board taking CATZOC information into account

❕ Important: Fire and safety rounds being conducted at end of each watch. No other activity or duties should be allowed to interfere with keeping proper look-out. Officer of watch should not be sole look-out during hours of darkness.

BRIDGE MANNING AND LOOKOUT

Manning level in bridge at all stages of voyage and anchor must meet or exceed that required by Bridge Manning Matrix with adequate lookout arrangements.

Bridge Manning Matrix:
Recommended form and example of Bridge Manning Matrix contained in Bridge Procedures Guide. Bridge Manning Matrix shall be posted in Bridge.

Sole Lookout Conditions:
Under STCW Code, Officer of Watch may, in certain circumstances, be sole look-out in daylight conditions. Clear guidance on conduct of sole look-out should be included in SMS.

NAVIGATION EQUIPMENT OPERATIONAL STATUS

Ship-borne navigational systems and equipment shall comply with SOLAS Chapter V Regulation 19.

Equipment Operational Requirements:
• Navigation equipment when fitted in bridge, regardless of whether vessel required by legislation to carry such equipment, should be operational
• Random checks should be made to ensure equipment operational
• Magnetron of radar should be changed as per manufacturer recommendation

NAVIGATION LIGHTS AND SIGNALLING EQUIPMENT

OOW is responsible for ensuring navigation lights, emergency navigation lights and signalling equipment are in working order and ready for immediate use at all times.

Lights and Shapes Inspection:
► Condition of lights, flags and shapes checked at regular intervals
► Sound signalling equipment checked daily and maintained in operational condition
► Procedure for testing navigation light failure alarm posted on bridge
► Signalling lamp should have 3 spare bulbs and portable battery pack

BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM

Use of Bridge Navigational Watch Alarm System (BNWAS) modes (automatic, manual, on and off) and procedures for ensuring correct operation should be incorporated in company navigation procedure.

BNWAS Failure Indications

If failure (e.g., internal communication failure) of, or power supply failure to, BNWAS detected, it should be indicated by visual and audible alarms. Means provided to allow repeat of this indication on central alarm panel, if fitted.

Security and Power:
• Means of selecting Operational Mode and duration of Dormant Period security protected—access restricted to master only
• BNWAS powered from ship's main power supply
• Malfunction indication and all elements of Emergency Call facility, if incorporated, powered from battery-maintained supply

Malfunction Indication:
If malfunction of, or power supply failure to, BNWAS detected, this should be indicated. Means provided to allow repeat of this indication on central alarm panel if fitted.

BNWAS Alarm Stages

First Stage Bridge Audible Alarm:
First stage audible alarm which sounds on bridge at end of visual indication period should have own characteristic tone or modulation intended to alert, but not startle, OOW. This alarm audible from all operational positions on bridge where OOW may reasonably be expected to be stationed. Tone/modulation characteristics and volume level selectable during commissioning of system.

Second and Third Stage Remote Audible Alarm:
Remote audible alarm sounds in locations of Master, officers, and further crew members capable of taking corrective action at end of bridge audible alarm period. Should be easily identifiable by sound and indicate urgency. Volume sufficient to be heard throughout locations and wake sleeping persons.

COMPASS SYSTEMS OPERATIONAL STATUS

Magnetic compass generally fitted above navigating bridge on centreline and fitted with periscope so compass readable from helmsman's position.

Transmitting Magnetic Compass

Where magnetic compass needed to provide heading outputs to other bridge systems, transmitting magnetic compass (TMC) fitted.
► TMC outputs corrected for compass error
► TMC tested once per week
► Compass deviation card maintained on bridge
► Deviation determined and compass adjusted at intervals during ship's life, particularly after major steel conversion work

✘ Do not: Use magnetic compass on ships carrying or having recently carried magnetic cargoes such as iron ore and steel without caution.

Compass Safe Distances:
Compass safe distances specified on all electrical bridge equipment and provide minimum distances from magnetic compass that equipment can be installed.

TMC Corrections:
TMC may have variation automatically applied. However, this correction will not include deviation. When correcting TMC outputs for compass error, care taken to ensure correct values for variation and deviation applied.

Gyro Compass Operations

Continuous Operation:
• Gyro compass should be run continuously
• Should gyro compass stop for any reason, it should be restarted and subsequently regularly checked
• Only relied on again when it has "settled" and error known
• Where gyro has no direct speed log or position input, manual corrections made as required

Gyro Repeater Checks:
► Gyro will support number of repeaters including required repeater at emergency steering position
► Gyro repeaters on bridge checked against main gyro at least once per watch and after significant manoeuvring
► Other repeaters checked frequently
► Gyro compass should be serviced as per manufacturer recommendation

GNSS Compass

Global Navigation Satellite System compass provides alternative to gyro compass as non-magnetic transmitting heading device able to provide heading data to AIS, radar and automatic plotting aids. GNSS compass or equivalent required on ships navigating in polar waters at latitudes above 80 degrees.

Magnetic Compass Adjustment Requirements

If observations for magnetic compass on vessel show deviation of compass on any heading of more than 5 degrees, compass must be adjusted by qualified compass adjuster or master of vessel to correct deviation.

✔ Tip: If compass adjusted by master, compass adjustment should be checked by qualified compass adjuster at next available opportunity.

Compass Swing Requirement	Frequency
Regular Adjustment	Every two years
After Dry Docking	Mandatory
After Significant Structural Work	Mandatory

MANUAL STEERING ENGAGEMENT

Times and locations of engaging hand steering should be recorded in deck logbook or bell book.

Manual Steering Usage Requirements:
Manual steering should be used whenever appropriate including in:
• Areas of high traffic density
• Conditions of restricted visibility
• Any other potentially hazardous situations particularly when automatic steering system may provide insufficient control

Examples of Hazardous Situations:
River transits and when navigating through restricted waters.

VOYAGE DATA RECORDER PROCEDURES

Watch-keeping officers should understand and be familiar with procedures for preserving records as required by SMS.

VDR Data Playback Policy:
► Company policy relating to playback of VDR data contained within SMS
► Playback of VDR data may provide tool for analysing performance of Bridge Team
► Testing required annually and always carried out following repair or maintenance work to VDR or to any source providing data to VDR

CHART AND PUBLICATION MANAGEMENT

Chart and publication management system should be implemented to ensure all charts, nautical publications, and other publications on board are current, maintained and up to date.

✔ Tip: Shore-based company engagement to provide navigation support services including ENCs, paper charts and marine publications ensures those on board up to date with latest edition available.

Management System Requirements:
Use of chart and publication management system helps ensure charts and publications effectively maintained. Management system should record:
• Charts carried
• Publications carried
• Licences/permits carried
• When charts and other publications last corrected

Weekly Notice to Mariners

Weekly Notice to Mariners Section VIII and README file contains important safety information relating to ENCs and ECDIS. File included on all ENC media but some ECDIS may not be able to display it—however can be read on any standalone PC.

❕ Important: Vessel's officers should all be aware of recent content of file and able to demonstrate practical application of information.

ENC Management Requirements:
► Chart and publication management system covers ENC management and correction process including safety measures to avoid viruses
► NP133C Admiralty ENC Maintenance Record book available on board
► Effective ENC management system in place recording ECDIS identification numbers and when licences/permits received on board
► Record of when ENCs last updated (generally part of ECDIS software logging)

CHART AND PUBLICATION USAGE

Vessel should obtain licences for and use largest scale of ENCs available for all stages of each passage.

Official Chart Requirements:
Only up-to-date official charts and publications should be used for appraisal, planning, execution, and monitoring of passage plan.
• For coastal and pilotage planning and for plotting each course alteration point, large scale charts used
• Any additional charts and publications needed for intended passage identified and obtained before departure
• For ocean passage planning and open water legs, largest scale charts that appropriate should be used

✘ Do not: Photocopied/scanned copies of official paper charts (whether subsequently corrected to latest notices to mariner or not) are NOT regarded as satisfying SOLAS chart carriage requirement.

Required Publications for ECDIS Primary Navigation:
► NP 231 Admiralty Guide to Practical Use of ENCs
► NP 5012 Admiralty Guide to ENC Symbols Used in ECDIS

❔ Did you know? Seafarers Handbook for Australian Waters (AHP20) is official nautical publication providing mariners with important maritime information from various Australian government agencies—all commercial vessels operating in Australian waters expected to carry and refer to publication.

ECDIS COMPETENCY DEMONSTRATION

❕ Important: Since the Updated ECDIS Procedures Guide (2025–2026 Edition) has been published, incorporating the latest IMO, PSC, and ISM requirements, make sure to familiarize yourself with this publication. It provides type‑specific references, inspection preparation tools, and continuing professional development (CPD) resources.

Master and watch keepers should be able to demonstrate competency with operation of ECDIS. This established by requesting use of basic functionality of ECDIS in presence of inspector.

ECDIS Functions for Competency Verification:
• Safety setting configuration
• Setting voyage plan systematic process
• Checking voyage plan validation
• Interrogating chart updates tracking
• ENC symbol identification using NP5012/NP232
• Manual position fixing execution
• AIS and/or Radar overlay if fitted
• Understanding limitations of operating in RCDS mode
• Knowledge of SCAMIN and how it displayed
• Knowledge of CATZOCs assessment
• Familiarity of deck officers with contingency action in case of ECDIS failure
• Setting of safety frame/safety cone parameters
• Creating parallel index lines
• Route checking and management of alarms
• Handling unresolved ENC update errors

ECDIS TYPE APPROVAL AND STANDARDS

Where ECDIS being used to meet chart carriage requirements of SOLAS, it must:

Mandatory Requirements:
► Be type approved
► Use up-to-date electronic nautical charts (ENC)
► Be maintained so as to be compatible with latest applicable International Hydrographic Organisation (IHO) standards
► Have adequate, independent back-up arrangements in place

Type Approval Process:
According to SOLAS regulation V/18, ECDIS units on board ships must be type approved. Type approval is certification process that ECDIS equipment must undergo before it can be considered as complying with IMO performance standards. Process carried out by flag Administration-accredited type-approval organisations or marine classification societies in accordance with relevant test standards developed by International Electrotechnical Commission (IEC) (e.g., IEC 61174).

✔ Tip: Information related to current standards and latest software related to ENC and ECDIS available on IHO web site. IHO issued new version of ECDIS presentation library edition 4.0. No need to run IHO ENC/ECDIS data presentation and performance checks on ECDIS. Inspector should check version of IHO Standards installed on ECDIS to confirm current.

T&P NMs AND NAVIGATION WARNINGS

Some ECDIS have feature to automatically import navigational warning from Sat-C or NAVTEX terminals. Navigation Officers should verify navigation warning information currently displayed.

Critical Warning Plotting:
Specific details of critical navigational warning should be plotted and made alarmable by using look-ahead feature to highlight navigational hazard for Officer of Watch.

T&P Correction Management:
• Ensure vessel has access to all necessary T&P NM information and this documented
• Where relevant to voyage plan, T&P corrections inserted on ECDIS display using manual corrections
• ADMIRALTY Information overlay (AIO) provides easy reference to T&P information—can be displayed on range of ECDIS or on back of bridge systems such as ADMIRALTY e-Navigator

AIO Display Features:
► Overlay displayed as single layer on top of basic ENC
► Ensures users have most up to date T&P information available regardless of where they are in world
► T&P NMs delivered on weekly basis on update DVD or with online/email updates
► Information contained in Overlay important navigational information that should be used when planning voyage
► Admiralty Information Overlay contains all Admiralty T&P NMs in force worldwide and additional ENC P (EP) NMs relating specifically to ENCs

✘ Do not: Entirely rely on AIO as they may not be updated—applicable T&P notices should be verified against weekly notices to mariners.

SAFE NAVIGATION COMPLIANCE

ENCs/Charts of last voyage should be checked by inspector to assess whether vessel has been safely navigated.

Last Voyage Assessment Criteria:
• Largest scale charts available with route plotted
• Record of weather forecast maintained
• Appropriate measures taken to comply with environmental requirements and regulations
• Safety and alarm setting of ECDIS verified
• Maintenance of safe distance off coast, from prohibited area and dangerous wrecks
• Adequate bridge manning to ensure proper look-out
• Ship's position confirmation at appropriate intervals
• Weather monitoring by making regular barometer observations
• NAVAREA navigational warning broadcasts where applicable checked
• Participation in area reporting systems executed
• Gyro and magnetic compass errors and radar performance checked properly
• Correct minimum layers of ECDIS according to company SMS

❕ Important: If appropriate safety contour not available on ENC, manual alarmable contour should be drawn as manual layer on ENC that should always be selected and displayed during passage.

ECHO SOUNDER OPERATIONS

Echo sounder should always be used when making landfall and kept switched on in coastal and pilotage waters.

Shallow Water Alarm:
If echo sounder fitted with shallow water alarm, alarm should be set to appropriate safe depth to warn of approaching shallow water. Date and time of switching on should be marked on recorder chart.

✔ Tip: Echo sounders may have internal memory and record data from past 24 hours, in which case recorder not required.

PASSAGE PLAN VALIDATION

Route validation is critical aspect of passage plan. Route validation involves following stages:

Validation Stages:
► Visual checks systematic execution
► Manual and auto-validation features utilization
► Cross-checks by bridge team comprehensive
► Final validation and authorisation by Master
► Re-validation along route continuous

❕ Important: Master should only authorise plan once all stages of visual check and route validation completed.

Route Validation Check Documentation:
Route validation check of previous voyage should be documented and reviewed by inspector.

Chart Marking Requirements

Following should be marked on paper chart and/or ENCs:
• No-go areas designation
• Course alterations and wheel over points
• Parallel Indexing lines
• Aborts and contingencies
• Change in engine status
• Minimum UKC notation
• Use of echo sounder indication
• Safe speed limitations
• Air draft restrictions
• Reporting points identification
• Considerations relating to protection of marine environment
• Strong tide and current notation
• Look-ahead zone configuration

Anchoring Operation Planning

Anchoring operation is part of passage plan, which must be carefully planned, executed, and monitored. Effective anchoring plan can prevent anchor accidents and avoid any operational failure.

Anchoring Risk Assessment:
Detailed risk assessment of anchoring operation should be carried out to formulate effective plan and make prudent decisions when facing emergencies. If you expect wind force to increase, possibilities of anchor dragging must be part of risk assessment. Alternative anchorage should also be prepared if initial selected anchoring position unavailable.

Passage Plan Components

ENC List:
List of ENCs used for intended voyage should be part of passage plan.

Look-Ahead Zone Parameters:
Parameters for look-ahead zone should be planned so size of zone appropriate for vessel's speed and manoeuvring characteristics. They should be set for each leg of passage and consider conditions such as proceeding from ocean to coastal waters, pilotage areas or speed. Look-ahead zone should be reassessed in CATZOC area that have reduced position accuracy (such as B, C, D, U) to ensure vessel has sufficient safety margin.

Passage Plan Amendments:
► Amendment to passage plan officially documented
► Specific changes recorded on passage plan form according to company SMS
► Alarm-setting parameters agreed by master and bridge team at passage planning stage
► Captured in relevant passage plan form

PARALLEL INDEX TECHNIQUES

Following techniques should be used when monitoring passage in coastal and pilotage waters, particularly in conditions of restricted visibility or at night:

Monitoring Techniques:
• Parallel indexing recommended to ensure ship's track maintained
• Radar bearings systematic taking
• Radar ranges verification

SHIP TRACK MONITORING

Radar overlays should be used for position verification at regular interval, as defined by company SMS requirements, and for various navigation conditions such as in open waters, confined waters, fairways/channels, or pilotage waters.

Traditional Position Plotting:
Position plotting also undertaken using traditional techniques, using lines of position to plot visual/radar fixes.

Pilotage Track Monitoring:
Ship's progress should be monitored against pilotage plan by conducting track monitoring and regular fixing of position of ship, particularly after each course alteration and monitoring under keel clearance (UKC).

GPS GEODETIC DATUM AND HDOP

ENCs use WGS 84 as geodetic datum, which is compatible with GPS systems without need for correction.

✔ Tip: Value of HDOP should be regularly checked during sea passage.

WEATHER ROUTEING SERVICES

Important to plan most efficient route to avoid heavy weather and ensure vessel arrives safely at discharge port. Essential that crew aware of weather for upcoming voyage.

Professional Weather Routeing Benefits:
Best achieved by professional weather routeing services providing:
• Weather forecasts for intended route
• Recommendations on ocean crossing
• Options for avoiding heavy weather
• New and updated ETA to discharge port

BRIDGE DISTRACTION CONTROL

Quiet bridge to allow VHF radio calls and sound signals to be heard.

Mobile Phone and Personal Device Policy:
Company should have written policy requiring mobile phones or other personal electronic devices only used on bridge in circumstances approved by master. Notwithstanding occasions when use may be permitted, company policy should minimise distraction by, in general, limiting use to operationally necessary circumstances.

Internet and Email Access Management:
Where internet and email services available on bridge, Company should have policy to manage their use. Access to internet and email use by bridge watch keepers generally limited to circumstances where necessary for safe navigation of ship, in order to minimise distraction to Bridge Team.

Permitted Internet and Email Use:
Internet access and email on bridge usually restricted to:
► Updates for nautical charts and publications, licences and permits
► Weather information retrieval
► Navigational warnings checking
► Information relevant to ship's operations and passage plan

GOOD TO KNOW

Bridge Team Hierarchy:
Every rank from master through cadet shares responsibility for safe navigation through systematic checklist compliance.

SMS Integration:
All bridge procedures must align with company Safety Management System requirements and be regularly reviewed for effectiveness.

Documentation Retention:
Bridge logbooks, order books, and checklists serve as legal documents—maintain accuracy and completeness at all times.

Equipment Redundancy:
Multiple independent positioning systems and backup procedures ensure navigation safety even when primary systems fail.

Communication Protocols:
Clear, unambiguous communication between bridge team members prevents misunderstandings during critical operations.

Continuous Improvement:
Post-voyage reviews and incident analysis help refine procedures and prevent recurrence of near-miss situations.

✔ Tip: Regular bridge team meetings reviewing checklist compliance and discussing navigation challenges strengthen overall safety culture.